http://www.seafarerslog.org/archives_old/files/original/64d2d422c5530a31ccfaee8041db5bc7.pdf 5b8861064e38e261bd8ef7944e92552f PDF Text Text Offtcial Publication of the Seafarers International Union •Atlantic. Gull, Lakes and Inland Waters Dlstl'lct • AFL-CIO VoL 48 No. J Marcia 1986 Pressure Splits Owners 300 Fishermen Back to Work, as More Boats Sign A massive defection of Seafood Pro- bargaining past Jan. 24, the SIU began ducers Association (SPA) members to negotiate with about 80 independent has swollen the number of New Bed- boatowners who are not part of the ford fishing boats sailing with an SIU SPA. contract to about 50 as the SIU fish- "In the past," Piva said, "the Sea- ermen's strike enters its third month. food Producers were usually the first In addition to the signed agree- to sign and the rest of the boats would ments, about 20 independent fishing follow. But this time they wouldn't boats are near to signing Union con- get off the dime and bargain, so we tracts, SIU Vice President Mike Sacco changed tactics.'' said. The independents began to sign con- "We've had major progress here. tracts which contained many of the We're getting a lot of our people back points the SPA would not move on in to work. We've been able to split the their offers, including: Seafood Producers and we've made Y' a 55-broken 45 percent split of the great strides with the remaining inde- catch's proceeds, with the crew pick- pendents," said New Bedford Port ing up the 55 percent for draggers and Agent Joe Piva. a 60-40 split for scallopers; Dozens of unfair labor practice Y' continuation of the current 5 percent charges have been filed by the Union contribution tQ .the pension and wel- against the SPA and .some independ- fare plans (2V2 percent to each); ents. The charges include failure to Y' the elimination of the captain's ab- bargain in good faith, failure to provide solute right to hire and fire. Under the information to the Union and other contracts there must be just cause for charges. dismissal, and the action falls under As the indeped! nt · ign cdfitfads, the Union's grievance and arbitration SIU fishermen are crewing the boats procedure; as they sail, but pickets remain up at Y' requiring the owner to document all sites where the owners have not come expenses-fuel, food and ice; to terms with the Union, said Jack Y' the installation of fuel gauges on all Caffey, special assistant to SIU Pres- boats and the elimination of the prac- ident Frank Drozak. tice of estimating fuel costs; "We're coming afong real well, but this strike will not be over until we get all the boats we have bargaining rights with to sign up," Caffey said. The latest break in the dispute came in late February after two months of strike pressure on the SPA. Following the failure of the SPA to continue Y' the use of an impartialjudgeto settle disputes of fish quality. As more and more independents began to sign, Piva said, many SPA After being strike-bound for nearly two months, the scalloper Mondego II begins its first trip with an SIU contract. Striking fishermen on the dock wave goodbye. members began questioning the Association's stand. "They were saying, 'These people (Continued on Page 28.) MTD Board Sets Course Inside: Buck Stuck in Fast Ice Page 3 Build and Charter Stirs Debate Page 3 Marad Budget Means More Cuts Pages 4 & 5 Government Services News Pages 26 & 27 Cafe Is Haven in Fair Haven Page 29 Maritime Trades Department President Frank Drozak opened the MTD's executive board meeting last month in Bal Harbour, Florida with an outline of a program to pump new energy into the U.S. maritime industry. (See pages 17-24 for a report on the meeting.) March Marks Pioneers' Birthdays Pages 32 & 33 �President's Report by Frank Drozak (The U.S. Coast Guard is putting together proposals for changes to licensing and documentation requirements for deepsea officers and crewmembers, and for inland and mobile offshore drilling crewmembers. Because of the immediate and long-range effects of these proposed changes, I have written the following letter to the U.S. Coast Guard Safety Council expressing my concerns on behalf of the members of our Union.) SIU Comments on Changes In Coast Guard Documenting Further, the SIU restates its opposition to the Coast Guard's intent to permit engineroom service to be creditable for up to six months for deck licenses and vice versa. We do not believe that watchstanding in the engineroom equates with that on the bridge and vice versa. This provision is, therefore, unaccept­ The Seafarers International Union of North America, AFL-CIO, which able. counts among its members thousands of seamen who work aboard U.S.-ftag In reference to the firefighting provision of the Proposed Rules, the SIU vessels on the oceans, Great Lakes and inland waters of this country, urges the Coast Guard to include firefighting training for all personnel onboard appreciates the opportunity to comment on the Supplemental Notice of U.S.-ftag vessels in all sectors of the maritime industry. The Proposed Rules Proposed Rulemaking (SNPRM), CGD 81-059 and CGD 81-059a, Licensing of now limit required firefighting training to deck officers on vessels over 200 Marith11e Personnel and Licensing of Officers and Operators for Mobile Offshore gross tons in ocean or near coastal service and to engineers on vessels over Drilling Units, respectively. As noted in our comments of March 5, 1984 responding to the Notice of Proposed Rulemaking (NPRM) on this subject, the SIU concurred with both 1000 horsepower. It appears that no firm commitment is forthcoming to include personnel of vessels less than 200 gross tons even though no vessel is immune from fire hazards. This minimum safety requirement is long overdue. the need and complexity of streamlining the license structures for ocean and inland service and once again commends the efforts of the officers involved in authoring this aspect of CGD 81-059. It is our view that the establishment of career growth patterns for merchant seamen will definitely contribute to a more professional attitude among our licensed members and will encourage them to continue their education and training. In our previous letter, although noting that the Proposed Rules would generally benefit our members, the SIU, nonetheless, voiced several concerns with the proposal and recommended that certain modifications be made to the proposed rulemaking. The SIU is pleased to find that the Coast Guard did incorporate several of these recommendations into the Supplemental Notice of Proposed Rulemaking, CGD 81-059. However, a number of initial concerns still remain unresolved and, in fact, other problem areas have surfaced with the publishing of the revised proposed rulemaking which we will enumerate further on into these comments. Health Care Of equal importance to the SIU is the availability of quality emergency health care aboard all U .S.-ftag vessels. The SIU feels that CPR and first-aid training be required for all seamen in all sectors of the maritime environment, including deepsea, shallow draft tug and tow, barge, dredge, passenger vessels, offshore oil and gas, MODU's and fishing fleet employment. Unfortunately, the Proposed Rules do not extend the CPR and First Aid training requirements throughout the industry. Thought should be given to this recommendation as well as requiring refresher training in both firefighting and CPR/First Aid in license regulations for renewal as well as for upgrading endorsements. The amended Proposed Rules create additional areas of concern for the SIU. Specifically, we draw your attention to the revised Subchapter P­ Manning of Vessels, Part 157-Manning Requirements, appended to this rulemaking. Surely an issue of such major importance should be dealt with in a separate rulemaking. The SIU is aware that the Coast Guard is granted statutory authority to Simulator Training interpret laws and promulgate regulations intended to promote marine safety First, the SIU reiterates its belief that the combination of both simulator and to protect navigable waters. Nevertheless, the SIU is concerned with training, utilizing meaningful and realistic programs with specific skill objec­ several proposed regulations within Part 157 which in our view are, in some tives, coupled with Coast Guard approved formal training courses in the instances, an unjustified expansion of discretionary agency authority while, in classroom is a positive step toward achieving safer working conditions aboard others, an evasion of agency responsibility. We, therefore, submit for your U .S.-tlag vessels. We, therefore, support the use of training as a partial consideration into the finalized version of the Proposed Rules the following substitute for actual seatime. specific comments: However, it is our view that substitution of a satisfactorily completed approved training course for up to two-thirds of the required service in the engine or deck department-as recommended in the proposed rulemaking-is imprudent and excessive. Although simulators and training are suitable teaching tools, they are only an adjunct to "hands-on," at-sea experience, and should not be given the excessive high priority proposed by the rulemaking. Therefore, the SIU recommends that the Coast Guard accept a shoreside training substitution not to exceed a maximum of one-half of the required service on deck or in the 15.301: Definition of Terms (f) Longstanding maritime tradition in the private sector has always consid­ ered a deck maintenance person as part of the deck crew. The SIU considers eliminating the maintenance person as a member of the deck crew in the proposed rulemaking contrary to this tradition and unacceptable. 15.401: Certificates of Inspection (b) It is once again unfortunate that the Coast Guard persists in leaving the engine department and only on a one-to-one basis. According to the rulemaking, in anticipation of the future domestic imple­ responsibility for determining the minimum complement of licensed officers mentation of the Tonnage Convention which will result in higher gross tonnages and crew necessary for the safe operation of vessels to the Officer in Charge for current measurements, the Coast Guard "will make every attempt to allow of Marine Inspection in varied ports. If minimal manning levels are left to the the seaman to continue to operate on those vessels presently employed. That interpretation and determination of each individual Coast Guard Officer in may require specific tonnage endorsements on each individual license or it may require conversion to licenses in the new system." Charge of Marine Inspection, the present confusion in the industry will continue to perpetuate. The SIU is concerned over the apparent lack of specific information regarding The SIU considers national and centralized standards not subject to individual a grandfathering clause as it applies to present license holders. We urge that OCMI discretion as the logical answer to the current disparate set of manning the regulations be amended to include guarantees to present license holders standards. The SIU urges the Coast Guard to set a standard minimum manning that no loss of tonnage or limitations of scope would be imposed on their complement for American merchant vessels which will protect not only their present license so that the job security of present license holders will not be safe navigation and maintenance but also the safety of life and property at sea. (Continued on Page 30.) threatened. Offioal Publicatiofl of the Seafarers International Union ot North America. Atlantic, Gull, Lakes and Inland Waters District. March 1986 Vol. 48, No. 3 AFL-CIO Executive Board Frank Drozak President Ed Turner Joe DIGlorglo Secretary Executive Vice President Mike Sacco Angus "Red" Campbell Vice President Vice President Charles Svenson Joe Sacco Editor George McCartney Vice President t Vice President Deborah Greene Associate Editor Ray Bourdlua Assistant Editor Lynnette Marshall Assistant Editor/Photos Roy A. Mercer V°IC6 President "'l:t"l( �\.":. - .-._ ;; .. Mike Hall Managing Editor Max Hall Associate Editor Leon Hall Vice President r .n i The LOG (ISSN 0160-2047) is published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 5201 Auth Way, camp Springs, Md. 20746, Tel. 8990675. Second-class postage paid at M.S.C. Prince Georges, Md. 20790-9998 and at additional mailing offices. POSTMASTER: Send address changes to the LOG, 5201 Auth Way, Camp Springs, Md. 20746. 2 I LOG I March 1986 ---- -··---· · ...... ... ._ _ ·--·-·"'' ...... .........- �SIU's Paul Buck Can Do-And Did Heavy Weather, Fast Ice Make for a Slow Trip A trip from the top of the world to the bottom is one long voyage, but when you have extremely heavy weather and ice thick enough to trap a large tanker, it's even longer. The SIU's M/V Paul Buck (Ocean Carriers) launched last year, com­ pleted the trip with an "enthusiasm, professionalism and a total can-do at­ titude," according to the commander of Navy Support-Antarctica in a letter of commendation he sent to the crew. The Buck left Alaska Christmas Day and had to endure a severe gale in the Gulf of Alaska. She arrived in New Zealand Jan. 14 to take on bunkers and then proceeded into Antarctica to deliver various petroleum products. On the way into McMurdo Sound and the way out "some of the worst fast ice conditions ever experienced" in the sound trapped the Buck. Ice­ breakers had to cut channels for pas­ sage each way. The 12,000-mile voy­ age took about two months to complete, and the Buck was dry-docked in Aus­ tralia for some minor repairs. The M/V Pmd Buck slowly makes its way through the thick ice of Antarctica earlier this year. The SIU members of the Buck's crew were: QMED!Pumpman James Brock, QMED KeUy Mayo, QMED Richard Parrish, BOSUN Joel Lechel, AB Keith Bennett, AB Ervin Bronstein, AB Willie Dillon, AB James Blitch, AB Mike McEarchen, GUDE Donald Gearhart, GUDE Thomas Sherrier, STD/BKR Marvin Bowell, C/COOK Toyo Gonzales, GSU Samuel Johnson and GSU Robert Maschmeier. Navy, White House Oppose Program Build and Charter Hearing Searches for Answers used a gress" to come up with a bill that best facilities at Piney Point," Drozak said ·'That way everybody's needs will hearing on the build and charter pro­ Several House members combines the needs of the military that it takes three years to train a top­ be met," said Drozak. He stressed gram to vent their anger at the admin­ establishment with those of commer­ notch AB or QMED, and another half that he did not personally favor build­ istration's refusal to come up with a cial shippers. year after that to train a licensed mar­ ing foreign, but that something needed plan to reverse the decline of the American-flag merchant marine. Rep. Roy Dyson (D-Md.) was more specific. He warned that the Navy mer. Drozak drew a great deal of atten­ They also predicted that the House would have no input in determining tion when he said that the Navy and will eventually authorize a build and the kinds of vessels that would be the private-flag merchant marine would charter program despite opposition constructed under this program unless have trouble manning all the vessels from the administration and the Navy. it decided to work with the committee in the Ready Reserve Fleet. "When the [build and charter] bill at an early stage in drafting a bill. Noting events in the Philippines and hits the floor," said Rep. Charles E. Another government witness, Ev­ elsewhere in the world, Drozak said Bennett (D-Ala.), Seapower and Stra­ erett Pyatt, assistant secretary of the that sealift is more important than tegic and Critical Minerals Subcom­ Navy, told the committee members ever. mittee chairman, "it will pass." that ·'the build and charter method of to be done to overcome the gridlock on this issue. The administration was not the only one to come in for criticism at the hearing. So did District I of the Marine Engineers Beneficial Association for its opposition to reflagging the Cunard passenger vessels. Mario White, secretary of District Other industry representatives tes­ 1, said he believed that some of the $852 million could be used to build "We have an administration," said producing sealift capability is not nec­ tified at the hearing. One was Lee Rep. William Carney (R-N.Y.), "that essarily more cost effective than our Rice. head of the Shipbuilders Asso­ passenger vessels because such ves­ has done everything possible to build current method." ciation, who noted that the Navy's sels "are extremely important to the up the military with the exception of When asked by Dyson if the method much touted plans for a 600-vessel defense of the country.'' Camey agreed giving it a way of transporting troops of procurement was the main reason Navy could not alone ensure a mini­ with White that passenger vessels are and cargoes overseas." behind the administration's opposition mum shipbuilding base, especially now important. Because of that fact how­ to the bill, Pyatt replied no, that the when the need to cut the budget deficit ever, Camey said he found it hard to Carney directed his remarks to John A. Gaughan, head of the Maritime main reason "was the concept of tak­ makes it unlikely that a goal will ever understand District l's intense oppo­ Administration ing money and building vessels that be met. Unless something else is done, sition to the reflagging of the Cunard we didn't request." Rice said, he could see the extinction vessels. (Marad), who out­ lined the administration's opposition to the $852 million build and charter program. Pyatt also noted that he felt that any vessels used for sealift purposes could of the shipbuilding industry in another three or four years. If authorized by the House and the be crewed by Navy reservists. SIU One of the committee members, Senate, the build and charter program President Frank Drozak addressed that Rep. Herbert Bateman (R-Va.) con­ will be the first major vessel construc­ tion program since the elimination of Construction Differential Subsidies in issue later on in the hearing. centrated many of his remarks on the Drozak said, sad state of the shipbuilding industry. ''when I heard someone say that our After listening to Gaughan state the "I was appalled," 1980. In a slight departure from stand­ sealift needs could be met by Navy administration's preference for build­ ard legislative practice, monies for the reservists. Technology is changing so ing foreign, Bateman said, "I com­ program already have been approved rapidly that if you are out of the mend your candor but I find it shocking by the Senate, although the bill itself industry for more than six months, that we will write off this industry." still has to be approved by both houses then you are not really equipped to of Congress. handle the latest equipment." Bennett stressed that Congress did Drozak also testified that you could Later in the hearing, Drozak said Early on in the hearing Pyatt esti­ mated that "only eight to IO vessels would be generated by this legisla­ tion." Rep. Norman Sisisky (D-Va.) replied, "it would be at least eight to IO more vessels than we already have," and that the program would keep three or four shipyards in business that would otherwise have to fold. When questioned about Pyatt's as­ sessment of the number of vessels that that he believed that a compromise would be generated by this bill, Rice could be worked out between the gov­ said under the right circumstances as not think it ''sinful'' to help an industry put facilities in mothballs, but not ernment and shipbuilding industries many as 20 vessels could be built. He whose skills. This nation, he warned, is in which would allow American ship­ also felt that the program itself could danger of losing thousands of skilled owners to build a certain number of be a useful stopgap measure while the mariners. vessels foreign for every vessel con­ administration comes up with a more structed in an American shipyard. comprehensive policy. foreign competitors receive substantial subsidies. Bennett urged officials from Marad and the Navy to "work with Con- Referring to what he called "the fine March 1986 I LOG I 3 �Cuts, Cuts and More Cuts Marad Budget-On a Steady Course to Disaster A SPECIAL REPORT by Max Hall PART ONE The Reagan administration has sub­ mitted its proposed budget for fiscal year 1987, which it contends will meet the spending cuts mandated by the Gramm-Rudman Act. The budget has assumed an increased importance now that a three-judge panel has declared parts of the Gramm-Rud­ man Act unconstitutional. The Su­ preme Court is expected to take up the matter some time later this year. The Gramm-Rudman Act mandates across-the-board cuts in the federal budget over the next five years if Con­ gress does not meet certain budgetary goals. Organized labor has opposed Gramm-Rudman on the grounds that it would inflict serious harm on the average taxpayer. "Gramm-Rudman would bring chaos to government and to the American standard of living," said Ray Dennison, head of the AFL­ CIO's new credit card program and former head of its legislative depart­ ment. "As harsh as Gramm-Rudman was, the president's budget is worse," said SIU President Frank Drozak. The budget calls for sweeping cuts in most social and promotional programs and an eight-and-a-half percent increase in American ships under construction in American yards may soon be a thing of the past if the government trend toward abandoning the merchant marine continues. the defense budget, which has grown substantially over the past five years. cargo preference compromise, which natural allies in fighting some of the The president has adamantly op­ was included in the 1985 farm bill. more objectionable provisions of the Reagan budget." PART TWO posed any new taxes to pay for badly Under the terms of that agreement, needed social and promotional pro­ cargo preference requirements for cer­ One other program that the admin­ This year's battle to secure funding grams. tain programs (e.g., Blended Credit, istration has scheduled for elimination for federal maritime programs is taking place during a period of great eco­ The few remaining federal maritime BICEP and Payment-in-Kind) were is the Strategic Petroleum Reserve. programs still in existence are sched­ dropped while overall cargo prefer­ This move has met with considerable nomic upheaval. There is also an in­ uled to be cut or eliminated under the ence levels would be raised from 50 opposition from around the country, tense ideological debate going on over president's proposed budget. to 75 percent over the next few years. best typified by an editorial in Th e the proper role that the federal gov­ Washington Post. The newspaper In programs under the direct admin­ The administration alleges that the istration of the Maritime Administra­ compromise would increase transpor­ tion, Reagan is asking for the elimi­ tation costs. "The figures that the guarded the strategic interests of this The state of the American economy nation of three important functions: government is talking about are min­ country by maintaining an adequate is decidedly mixed. Inflation and un­ supply of "readily available" oil. called the SPR a bargain which safe­ ernment should play in regulating and promoting American industries. research and development, aid to state iscule," said Drozak, "especially con­ maritime schools, and the Title XI sidering the fact that the P.L. 480 ''Those who think we can stop filling Vessel Mortgage Guarantee Program. program is the most important source the reserve," said Sen. Bill Bradley of cargoes for the American-flag mer­ (D-N.J.), who has taken the lead on high, and so is the federal deficit. Of the three, elimination of the Title chant marine." this issue in the Senate, "misunder­ azine that would normally be expected stand the nature of energy security.'' to support the fiscal policies of the Bradley also noted that buying oil for present administration, ran a 30-page XI program would have the most se­ rious impact on the U.S. merchant marine. Since its inception, the Title XI program has been instrumental in allowing shipowners to gain sufficient financing for new vessel construction. In hearings held before the House Merchant Marine Subcommittee, funding was restored to state maritime schools, though at levels slightly lower than last year. Cuts in research and development programs were allowed to stand. If enacted in their present form, these cuts will mean the elimination of all federal aid to maritime research and development within a few years. Yet, direct cuts in the maritime budget were only part of the story. The most serious threat to the mari­ time industry came to programs that generate cargo: cargo preference and the Strategic Petroleum Reserve. The agriculture industry is also slated for substantial cuts in the proposed Reagan budget. Last year, Drozak consistently argued that the real prob­ lems facing the agricultural industry were not caused by cargo preference, but by the high value of the dollar and closed foreign markets and policies enacted by the Reagan administration. Drozak's arguments helped bring about a compromise in the bitter dis­ pute. If the president's budget is en­ acted in its present form, then both industries would have to go back to square one. Blended Credit and other such programs would still be covered under the P.L. 480 program, and the American-flag requirements would be scaled back to 50 percent. employment are down. At the same time, the trade deficit is at an all time Business Week, a conservative mag­ the strategic reserve would help Mex­ special report on the decline of Amer­ ico, which has been hard hit by the ica's ind ustrial base and the ominous drop in oil prices. The Mexican econ­ implications for the future. omy is collapsing under the burden of "A service-driven economy," said owing nearly $100 billion in loans to BusinessWeek, "must count on sales foreign, mainly American, banks. to basic industry to survive. Vast sup­ To seamen thinking about protect­ port networks-including utilities, dis­ ing their future job security, there was tributors, and financial, accounting and one interesting provision in the pres­ consulting firms-will inevitably be ident's budget request. Even as the administration has with­ hurt if manufacturing continues to atrophy." drawn its support for the private mer­ The first taste of that is occurring chant marine, it has continued to press in the insurance industry. Last month, for more funds to build cargo vessels Thomas 0. Clark, chairman of the strictly for defense uses. (It has, how­ American Institute of Maritime Un­ ever, opposed a badly needed build derwriters (AIMU), talked to a re­ and charter bill. See page 3.) porter for The new budget earmarks $228 mil­ The Journal of Commerce about the need to ensure that Ameri­ "We are meeting with pro-maritime lion for further acquisitions of U.S. can insurance companies have access and pro-agriculture legislators to see and foreign vessels during the coming to foreign markets, which he contends The administration has announced what can be done on this issue,'' said fiscal year for vessels that can be used are closed to American insurance com­ its intention of repealing last year's Drozak. "These two industries are in the Ready Reserve Fleet. panies. 4 I LOG I March 1986 . . . . . .. .. ......----·-··----····---··--·----···-----···-·-· -··----·-- · · · ·· ..--··--•"·-·---- �"Countries trapped in industrial de­ cline almost never get a The delegates, meeting in Bal Har­ second bour, Fla. Feb. 13-14, urged the adop­ chance," said BusinessWeek. "But tion of several programs that would dropping oil prices and a falling dollar spur the development of a viable are giving the U.S. a fresh opportunity American-flag merchant marine. to revitalize its manufacturing sector. The country does not need a compre­ These programs can be summed up hensive industrial policy requiring large­ in one word: cargo. "Ultimately," scale government intervention in the said the delegates, "cargo is the key economy. But U.S. business, labor factor for using American-flag vessels and government leaders must start to and for creating the demand for new think harder and act more ·decisively ships. Yet we lack a positive national toward one goal: strengthening the commitment to putting more cargoes long-term competitive stance of U.S. on U.S.-built, U.S.-ftag vessels." business." The decline of the American-flag PART THREE merchant marine, said the delegates, "has "I admire your candor, but I find it shocking that we are willing to write over the American-flag merchant ma­ Herbert Bateman (R-Va.) at a subcom­ rine. mittee hearing on Sealift. He was re­ sponding to remarks made by John A. of the Maritime Administration, who was outlining the administration's opposition to a pro­ posed $852 million build and charter program. ''In recent years,'' said the dele­ American maritime leaders have spent countless hours during the six years of the Reagan administration trying to warn the Congress and the American people of the consequences of a withering merchant marine. generated by the earnings- paid to Drozak noted that it takes three workers. That same figure would prob­ years to train an AB or QMED. In building industry. He might as well ably hold true for ships made in the today's rapidly changing technological have been talking about the maritime U.S. world, that requires extensive train­ Bateman was talking about the ship­ industry as a whole, from the ship­ In another section of its report, ing. "If you are out of the industry owners who have to compete against BusinessWeek talks about an even for six months or a year," said Drozak, heavily subsidized foreign competi­ more "then you just can't keep up with the tors, to the men and women who man American the vessels, to the insurance writers Abroad." who have been closed out of foreign markets. several neglect have created a deathwatch Those words were spoken by Rep. head through bad planning, absence of planning and off this industry.'' Gaughan, continued administrations whose combination of important problem: Know-how Is "Even Headed SIU President Frank Drozak al­ luded to this problem when he told new skills required to run a ship." gates, "the federal government has eliminated the Construction Differen­ tial Subsidy program and has proposed foreign construction for subsidized op­ erators. By cutting ODS and permit­ ting buy-outs, the government has put U .S.-flag shipping in a less competitive stance. "Our world position has been fur­ ther undercut by opposition to the Law of the Sea Treaty, resistance to ne­ gotiating bilateral agreements with our PART FOUR trading partners, and attacks on our cargo preference laws." Business Week estimates that for ev­ the committee members that this coun­ Delegates to the MTD Executive ery $ 1 billion spent on foreign-made try is in danger of losing the skills of Board have fashioned a plan that could A full report on the MTD Executive autos, the U.S. loses at least $2.43 the men and women who man Amer­ serve as a basis for a comprehensive Board meeting is carried elsewhere in billion, not including taxes on the jobs ican-flag vessels. national maritime policy. this paper (see pages 17-24). SHLSS Cook Upgraders Win Jobless Pay Dispute engines were shut down when the ship slammed into the rocks and water poured into the engine room. Information for D-Day Mariners Seafarers Robert L. Overton of the SHLSS Port Agent Edd Morris also Since our recent article (December 1985 LOG) about the Mulberry port of Honolulu and Kelly D. Scott testified that SIU Seafarers were hired Project being a new Defense Department category for the first veterans of the port of Seattle won jobless pay out of the hall on a regular basis from status given to merchant seamen, we have had inquiries from several benefits last month when San Fran- among the school's students. members. Some are close to this group, having been in the D-Day invasion operations but not on that particular project. If you have questions cisco administrative law Judge George Judge Trigueros ruled that ''Al­ Trigueros ruled in their favor, it was though [they] are full-time students in pertaining to this or other similar veterans status questions, you can write announced by Leslie Tarantola of the the Union's Cook and Baker School, to the department that processes applications for veterans status: SAF­ SIU Legal Department who repre­ they are actively seeking work by MIPC, The Pentagon, Washington, D.C. 20330- 1000. sented them at the appeal. virtue of their registration for jobs They had been turned down for through their Union. The evidence jobless pay benefits while they were indicates that jobs are regularly made attending the SHLSS Cook and Baker available to such students as [them] Upgrading Program in 1985 because and that students are hired on a regular they "were not available for work." basis. Under the circumstances of this They appealed to the California Un­ case it is concluded that [they] are employment Insurance Board testify­ available for work notwithstanding their ing that they had transferred their job attendance in school." registrations to the SIU Hiring Hall at the school in Piney Point, Md. In addition it was stressed by the Union that advanced training is essen­ Furthermore, they said, they were tial today for people in this industry. registered for work at the Piney Point There is a lot of new and modem hall and were available to be dis­ equipment being used, and seamen patched to any jobs which would be­ need to learn new skills and update come available to them through the older skills if they wish to secure Union. employment. Soviet Cruise Ship Sinks Greek Captain Jailed in Fraud The 1980 sinking of the supertanker Salem turned out to be the biggest marine fraud in history, and the ship's captain was sentenced to 12 years in a Greek prison for his role in the incident. The captain was found guilty of scuttling the 200,000 dwt ship off the coast of Senegal and of being part of the illegal sale of the ship's 180,000-ton cargo of crude oil. The Salem was insured for $24 million and the cargo for $56 million. Freighter Capsizes, 7 Die A small Panamanian freighter capsized in stormy seas off Greece last month. Seven crewmembers drowned and two others were reported missing. The 490- ton Unity II was sailing from Spain to Cyprus and Lebanon. Nominations for Ship Safety One crewman died, but nearly 700 other crewmembers and passengers were Nominations for two safety awards are being accepted by the American rescued when the Soviet liner Mikhail Lermontov slammed into rocks off New Institute of Merchant Shipping and the Marine Section of the National Safety Zealand's South Island and sank last month. Council. A fleet of local boats, a cargo ship and a ferry rescued most of the people The Ship Safety Achievement Awards are given each year to vessels that from the ship after they abandoned the vessel in the area between Tasman have performed outstanding feats of rescue or seamanship reflecting high safety Bay and Cook Strait, some 25 miles northwest of Wellington. standards. The Jones F. Devlin Award goes to any self-propelled U.S.-flag The ship sank about five hours after it hit rocks in the fjord-like area. The vessel that operates for two consecutive years without a crewmember losing captain, according to reports, let the ship drift for five hours in an attempt to a full tum at watch or because of an occupational injury. For more information, beach the vessel before it finally sank about four miles off the coast. Both contact either group. March 1986 I LOG I 5 �Help A Friend Deal W i th Alcoholism Alcoholics � Uff) � don't have friends. Because a friend wouldn't let another man blindly travel a course that has to ltad to the destruction of his health, his job and his family. And that's where an alcoholic is headed. Helping a fellow Seafarer who has a drinking problem is just as easy-and just as important-as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's �------------------------------- � I 1 I l Rehabilitation Center. I understand that all my medical and counseling anywhere except at The Center. Once he's there, an alcoholic SIU member will receive the care and counseling he needs. And he'll get the Name ............................. Book No. ........... . support of brother SIU members who are fighting the a I am interested in attending a six-week prografll at the Alcoholic records will be kept strictly confidential, and that they will not be kept Alcoholic Rehabilitation Center in Valley Lee, Md. same tough battle he is back to healthy' productive Address alcohol-free life. The road back to sobriety is a long one for an alcoholic. (City) (Street or RFD) But because of ARC, an alcoholic SIU member doesn't (State) (Zip) Telephone No. ... ...... .. ..... have to travel the distance alone. And by guiding a Mail to: THE CENTER Star Route brother Seafarer in the direction of the Rehab Center, Box 153-A Valley Lee, Md. 20692 you'll be showing him that the first step back to recovery is only an arm's length away. I 1 Alcoholic Rehabilitation Center I or calf. 24 hour.1-a-day, I I I l I I I I I I I I I I I : : I (301) 994-0010 '-'--- --------- -------------------- --- -' 6 I LOG I March 1986 �Inland News tug/tow harge/dredge . · ::;::·· NLRB Upholds Judge's Ruling on Union-Busting WASHINGTON, D.C.-The U.S. National Labor Relations Board (NLRB) upheld Administrative Law Judge Marvin Roth's ruling that Out­ reach Marine (McAllister Brothers) of the port of Baltimore was formed in 1984 to evade the SIU contract, an unfair labor practice and violation of the law. The Board ordered Outreach Ma­ rine to restore jobs and back pay with interest to 26 former employees. Outreach Marine said that it plans to appeal the decision to the U.S. 4th Circuit Court of Appeals. Outreach began operations after presumably buying four tugs from McAllister, discharging most of the former employees and rehiring others at lower wage scales and without the benefits of a union contract. The Ii- censed personnel were classified as supervisors, not employees. The NLRB also affirmed Judge Roth's April 22, 1985 findings that Outreach was McAllister's "succes­ sor" and that they were really alter­ ego s--on e and the same. The SIU had charged that Mc­ Allister-Outreach unlawfully with­ drew recognition of the Union as the collective bargaining agent for their employees, captains, mates, engineers and unlicensed personnel, that it by­ passed the SIU by dealing directly with their employees, and that it uni­ laterally reduced employees' wages, crew sizes and vacation benefits. It also eliminated overtime pay and failed to recall employees according to se­ niority rules. Judge Roth also found that the loan deal (in which McAllister sold its tug­ boats to Outreach but stayed liable for $1.9 million to a bank for repayment of $1.4 million loan Outreach secured by a first preferred fleet mortgage on the boats) was nothing but a paper­ shuffting device "guaranteeing one mortgage for another." The NLRB ordered Outreach to reinstate the following SIU Boatmen to their former or equivalent jobs: Ralph Kirchner, Charles Rogers, Louis Canavino, Jerome Lukowski, Leon Mach Sr., Peter Messina, Alvin Hirsch, Manuel Alvarez, Joseph Zorbach Jr., Joseph Rakowski, Paul Pusloskie, Robert Machlinski, Ronald Neibert and Robert Henninger. It also ordered Outreach to give jobs to Steven Hardin, Charles Dougherty, Robert Schwatka, James Perry, George Florida Pipeline Draws Fire at Hearing A plan to convert a cross-Florida natural gas pipeline to an oil pipeline received more criticism during a Sen­ ate committee hearing late last month. The SIU and several environmental groups have been fighting the planned pipeline for a number of years. The major concerns of pipeline op­ ponents are environmental. In addi­ tion, several SIU contracted tug com­ panies could face cargo losses if the pipeline replaces current barge traffic. The 26-year-old pipeline runs from the Alabama border to Port Ever­ glades, and about 640 miles of it would be converted to carry oil. But those 640 miles run through Florida lake country, national forests and other major supplies of drinking water for the state, some of which are very close to ground level. While the Department of Transpor­ tation has approved much of the plan, representatives from the General Ac- counting Office said federal inspec­ tions are inadequate. Other witnesses said more safe­ guards against oil spills and contami­ nation should be included in the plans. The Florida Alliance, the group heading the opposition to the pipeline, has been successful in helping local communities pass ordinances against the project and will continue those efforts. The Alliance will search for legal remedies. The SIU is part of the Alliance. Leaire, William Miller, William Bobac, Karl Dlabich, Raymond Kuta, Steve August, Larry Neibert and Norman Gifford. Outreach was further ordered by the Board not to discourage member­ ship in the SIU and to live up to the terms of the Union contract. Addi­ tional orders included not to refuse to recognize and bargain collectively and in good faith with the SIU as exclusive representative of all licensed and un­ licensed employees and to reimburse the SIU for any loss of dues. On Feb. 24, nine of the Outreach employees regaining their jobs wrote to SIU President Frank Drozak: "Ev­ ery body of men who is organized to protect jobs and benefits requires strong leadership. During these past months of legal struggles with our former em­ ployer, we in Baltimore have experi­ enced the Union· support which other labor organizations only talk of. "The recent news from the NLRB panel confirming Judge Roth's deci­ sion, broadcast loud and clear to the maritime community what we knew all along: the men were right. ''The original alter ego decision and the panel's confirmation are good omens as we work our way back to the jobs and pay which are rightly ours. Our faith in the SIU over the years is once again rewarded in lead­ ership, support and an excellent 'day in court.' " MEBA-2 Seeks Contract Extension, SIU Talks Under Way Great Lakes members of MEBA-2 are voting on a contract extension of their 1983 agreement which is set to expire in July. MEBA Vice President Melvin Pelfry has recommended the contract be ratified in letters to the 1,500 engineers, mates and stewards. The new contract will stabilize wages, fringe benefits and vacations, plus re­ store a 34 cent an hour wage cut agreed to in 1983. ln addition, a 29 cent Cost of Living Adjustment called for in the current contract will be paid. The SIU contract for unlicensed Lakers expires July 15, said Algonac Headquarters Rep Byron Kelley. He said the Union is currently in negoti­ ations with the Great Lakes Associa­ tion of Marine Operators (GLAMO). Some 24 boats and seven companies are represented by GLAMO. Kelley said negotiations with non-GLAMO operators also are under way. The American Republic is one of the Great Lakes v� manned by the SIU. See upcoming issues of the LOG for news of the annual Great Lakes fit-out. March 1986 I LOG I 7 �Pensioner Joseph Albert Lewis Kel­ In Memoriam ley 53, Jr . , suc­ Herman cumbed to cancer in passed the Riverside HosPensioner . pita!, Olen Page Brown Sr . , 68, died of a heart attack on Feb. 1 7 in FreeBahamas. port , Brother Brown joined the Union in the port of Baltimore ' in 1957. He sailed as a mate and captain for the Steuart Oil Transportation Co. for 20 years and earlier for the Arundel Corp. on the construction of the Chesapeake Bay Bridge and Harbor Tunnel. He was born in Sharpstown, Md. and was a resident of Arnol d , Md. Burial was in 86, King, away from kidney failure in the Newport Peninsula Hospital, News, Va. on Dec. Salisbury, 1 6, Jan. 16. Brother King 1 985. Kelley Brother joined Md. on the joined the Union in Union in the port of Norfolk in 1 959. the port of Philadel­ He sailed as a deckhand for the Ches­ phia in 1 96 1 . He sailed as a mate for apeake and Ohio Railroad from 1 98 1 the Curtis Bay Towing Co. from 1 942 t o 1985. He was born in Newport to 1 95 1 and the Independent Pier Co. News and was a resident there. Inter­ in 1 95 1. He was born in Williamsville, ment was in the Peninsula Park Cem­ Del. and was a resident of Ocean City, etery, Newport News. Surviving are Md. Burial was in the Evergreen Cem­ his widow, Jean and a daughter , Cyn­ etery, Berlin, Md. thia Dawn. Stalwart Returns to Norfolk Legal Aid In the event that any S I U members have legal problems In the various ports, a llst of attorneys whom they can consult Is being published. The member need not choose the recom­ mended attorneys and this llst is In­ tended only for Informational pur­ poses: NEW YORK, NEW YORK Schulman & Altman 84 William Street, Suite 1 50 1 New York, New York 1 0038 Tele. # (21 2) 422-7900 BALTIMORE, MD. Kaplan , Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Md. 2 1 20 1 Tele. # (30 1 ) 539-6967 CHICAGO, ILL. Katz & Friedman 7 South Dearborn Street the Cedar Hill Cemetery, Brooklyn Park, Md. Surviving are his widow, Willa ; four sons, Olen P. Jr. of Jack­ Chicago, Ill. 60603 Tele. # (31 2) 263-6330 sonville Beach , Fla. , Robert A. Trott of Mineral Wells, Texas, John R. Trott DETROIT, MICH. of Pasadena , Md. and Thomas E. Trott Victor G. Hanson 1 9268 Grand River Avenue Detroit, Mich. 48822 Tele. # (31 3) 532-1220 of Rivera Beach, M d ; four daughters, Barbara Pumphrey of Cape Charles , Va., Susan G. Martin of Pasadena, GLOUCESTER, MASS. Orlando & White Betsy L. Shepet and Diane Fletcher, both of Arnold , and a sister , Audrey 1 Western Avenue McDaniel of Hampton , Va. One of the first of the SIU's new T-AGOS vessels, M/V Stalwart, returned to Norfolk, Va. last month after completing another successful mission. Seafarers have been aboard Gloucester, Mass. 0 1 930 Tele. # (61 7) 283-81 00 the Stalwart for almost a year. Above, QMED Robert Haller, Bosun Ray Madlock, OS HOUSTON, TEXAS Archer, Peterson and Waldner Bobby Matthews and Norfolk Rep Mike Paladino catch up on the LOG and some 1 80 1 Main St. (at Jefferson) Suite 51 0 paperwork. Houston, Texas 77002 Tele. # (71 3) 659-4455 & Tele. # (81 3) 879-9842 Dispatchers Report for Inland Waters FEB. 1-28, 1986 *TOTAL REGISTERED All Groups Class C Class A Class B TOTAL SHIPPED All Groups Class C Class A Class B LOS ANGELES, CALIF. Fogel, Rothschild, Feldman & Ostrov 5900 Wilshire Boulevard, Suite 2600 Los Angeles, Calif. 90036 * * REGISTERED ON BEACH A!I Groups Class C Class A Class B DECK DEPARTMENT Port Gloucester New York . . . Philadelphia . Baltimore . . . Norfolk Mobile . . . . . New Orleans . Jacksonville San Francisco Wilmington . . Seattle Puerto Rico . Houston . . . . Algonac . . . . St. Louis . . . Piney Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . • . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Totals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 0 17 92 0 0 3 5 13 0 6 0 0 1 0 0 1 0 0 0 29 0 0 24 0 0 0 1 17 0 0 0 0 3 0 14 0 0 0 0 0 0 0 9 55 4 2 0 0 2 0 0 1 0 0 1 59 0 0 0 8 43 2 2 2 0 0 0 0 2 0 0 1 60 0 0 0 0 10 0 2 1 0 0 0 0 1 0 0 0 14 0 0 4 0 0 0 0 9 0 0 0 0 0 0 0 0 1 0 17 14 71 2 14 3 0 3 0 0 6 45 5 0 0 0 3 0 17 0 8 3 0 5 0 0 4 27 1 0 0 0 20 0 0 0 3 28 0 10 0 0 3 0 20 1 13 181 68 84 0 0 0 0 0 0 0 0 0 0 0 0 0 3 1 0 4 0 0 0 0 0 0 ENGINE DEPARTMENT Port Gloucester . . . . . . . . . . . . . . . . . . . . . . . New York . . . . . . . . . . . . . . . . . . . . . . . . Philadelphia . . . . . . . . . . . . . . . . . . . . . . Baltimore . . . . . . . . . . . . . . . . . . . . . . . . Norfolk . . . . Mobile . . . . . New Orleans . Jacksonville . San Francisco Wilmington . . Seattle . . . . . Puerto Rico . Houston . . . . Algonac . . . . St. Louis . . . Piney Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Totals . . . . . . . . . . . . . . . . . . . . . . . . . 0 0 9 0 0 0 0 1 0 0 1 0 0 0 11 0 0 2 0 0 0 0 1 0 0 1 0 0 0 4 0 0 0 0 0 0 1 0 0 6 0 0 0 1 0 0 0 0 0 0 0 0 2 Port 0 0 0 1 0 12 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 7 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 40 0 1 0 5 0 4 0 0 0 0 0 0 15 0 0 0 55 24 0 0 2 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 0 42 1 0 0 0 0 0 5 0 0 1 9 STEWARD DEPARTMENT Gloucester . New York . . . Philadelphia . Baltimore . . Norfolk . . . . Mobile . . . . . New Orleans . Jacksonville . San Francisco Wilmington . . Seattle . . . . . Puerto Rico . Houston . . . . Algonac . . . . St. Louis . . . Piney Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . .. . . . . . . . . Totals . . . . . . . . . . . . . . . . . . . . . . . . . . . Totals All Departments . . . . . . . . . . . 0 0 1 0 7 0 1 0 0 0 0 0 0 0 0 0 9 112 0 0 1 0 0 0 1 1 0 0 0 0 0 0 0 0 3 36 0 0 2 0 0 0 2 8 0 1 0 0 0 0 2 0 0 0 0 0 4 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 15 6 76 73 1 16 * "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 . 8 I LOG I March 1986 3 16 9 0 9 1 0 0 0 0 0 10 1 0 31 267 0 0 0 0 0 0 2 7 0 1 0 0 0 0 5 1 49 16 141 1 09 Tele. # (213) 937-6250 WILMINGTON, CALIF. Fogel, Rothschild, Feldman & Ostrov 239 South Avalon Wilmington, Calif. 90744 Tele. # (21 3) 834-2546 MOBILE, ALA. Simon & Wood 1 0 1 0 Van Antwerp Building Mobile, Ala. 36602 Tele. # (205) 433-4904 NEW ORLEANS, LA. Gardner, Robein & Healy 2540 Severn Avenue, Suite 400 Metairie, La. 70002 Tele. # (504) 885-9994 NORFOLK, VA. Peter K. Babalas & Associates, P.C. Suite 700 Atlantic National Bank Bldg. 4 1 5 Saint Paul's Boulevard Norfolk, Va. 2351 0 Tele. # (804) 622-31 00 PHILADELPHIA, PA. Kirschner, Walters, Willig, Weinberg & Dempsey Suite 1 1 O 1 429 Walnut Street Philadelphia, Pa. 1 9 1 02 Tele. # (21 5) 569-8900 ST. LOUIS, MO. Gruenberg, Sounders & Levine Suite 905-Chemical Building 721 Olive Street St. Louis, Missouri . 63 1 0 1 Tele. # (31 4) 231 -7440 SAN FRANCISCO, CALIF. John Paul Jennings Henning, Walsh & Ritchie 1 00 Bush Street. Suite 440 San Francisco, Calif. 94 1 04 Tele. # (41 5) 981 -4400 SEATTLE, WASH. Davies, Roberts, Reid, Anderson & Wacker 201 Elliott Avenue West, Suite 500 Seattle, Wash. 981 1 9 Tele. # (206) 285-36 1 0 TAMPA, FLA. Hamilton & Douglas, P. A. 2620 West Kennedy Boulevard Tampa, Florida 33609 Tele. # (81 3) 879-9842 �-- New Pensioners Dorgan, Melvin Joseph He· 63, joined t he U nion bert, 64, joined the Marion in the port of Mobile Union in in 1 956 sailing as an thur. Texas in 1 972 . AB. B rother Dorgan Ala­ H e . sailed as a captain for Lake Charles bama and i s a res i­ Towing from 1 966 to was born dent of in Port Ar­ 1 967. H igman Tow­ Fairhope . ing in 1 967 and for Ala. Slade Towing from 1 967 to 1 978. B rother H ebert attended the Inland Texas Crew Conference at Piney Point. Eugenio Gestido, 65 , joined the U nion i n the port of B al ti­ more i n 1 962 sailing as a c h ief engineer. B rother Gestido was born in Spain and is a resident of Line­ boro, M d . He was a former member of the U nited Aluminum Workers U nion from 1 95 1 to 1 954 and i s a veteran of the U . S . N av y d u ring World War I I and the Long-time SIU member Roy Harden (right) receives his first pension check from Norfolk Rep. Mike Paladino. Harden sailed as a cook aboard boats for Mariner Towing. Korean War. Born in Gueydan, La . . Riley he i s a resident of Kaplan , La. Glendy Leland f gineer Harden, 63 , joined 1 980. Larrimore the U nion in the port is a veteran of the U . S . N a v y in World of Norfolk i n 1 966 . War I I . H e was born in Tilghman, M d . H e sailed as a chief and i s a resident of Easton, M d . William Southern Carriers in 1 966 and for Mariner also manager Orn· U nion in the port of St. of t he 1 968 Ranchhouse Restaurant , N orfolk from Lou i s , Mo. sailing deckhand . 1 948 to 1 965 . He is a veteran of t he as in a B rother Ornduff was born in U . S . Navy during World War I I . Boat­ Marion, I l l . and is a man H a rden was born in Bertie . N . C . and i s a res ident o f C hesapeake . Va . E. duff, 65 , joined the Towing from 1 972 to 1 977. Brother was in Brother cook deep sea, for Harden IOT resident of Collinsville. Ill. Port Texas in for Slade Towing from 1 966 to .,captain for- Harbor for Brandon . Fla. U nion i n captain and chief en­ sailing as a mate and Stevenson the 1 968. He sailed as a the U nion in the port of Baltimore in 1 966 Roy War I I . Boatman Thomas was born i n Palmet to, F l a . and is a resident of A rt h u r , Larrimore, 65 , joined Towing i n 1 964 and Cleveland Rodgers, 5 6 , joined 1 976. Brother Rodg­ ers is a veteran of t he U . S . Army in the Korean War. He was born in M an y , La. and is a resident of Ana­ coco , La. Gordon Lawson Thomas, 62, joined the U nion in the port of Tampa in 1 973 . H e sailed as an A B and cook for the Sheridan Transportation Co . in 1 97 2 , Tug Management in 1 977 and Bay Houston Towing in 1 980 . Brother Thomas was a former member of the N M U and a veteran of the U . S . Navy both during t he Korean War and World Are Yo u M issi ng I m po rta nt M a i l ? Persona ls Greg Browder Please call Rod B orlase as soon as possible. Call collect (804) 4902473 . Rubin Collazo Please get in touch with your son, Santia B racero Collago at 3 1 6 Mt. Prospect A ve . , Newark , N .J . 07 1 04 or call (20 1 ) 484-4289. Lawrence Fee Anyone knowing the wherea­ bouts or having any i nformation concerning Lawrence Fee , please contact his niece , M s . Frances Fee Homer, 1 1 42 Devereaux Ave . , Philadelphia, Pa. 1 9 1 1 1 . We want to make sure that you receive your If you are getting more than one copy of the LOG each month and other important LOG delivered to you , if you have changed your Donald Hammer mail such as W-2 Forms , Union Mail and Welfare address , or if your name or address is misprinted B u lletins . To accomplish thi s , please use the or incomplete , please fill in the special address address form on this page to update your home form printed on this page and send it to : Please contact your brother Leon H ammer at Box 1 43 , Norman, N . C . 28367 . It i s a matter of i mportance . copy of the address . SIU & UIW of N.A. Address Correction Department 5201 Auth Way Camp Springs, Maryland 20746-9971 Your home addre ss is your permanent address , and thi s is where all official U nion documents , W-2 - Forms, and the LOG will be mailed . Jeffrey Daniel Parrish Please contact your mother, Al­ ice Hindmarch at (904) 775-9409 . - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - HOME ADDRESS PLEASE P R I NT Date: Social Security No. Phone No. Your Full Name Mike Piskin Please get in touch with your brother- in-law , George C. Pulig­ nano, 65 1 4 Keystone St. , Phila­ delphia, Pa. 1 9 1 35 . ------ Claude Royce Area Code Clarence Jones Charles M artin Apt. or Box # Street Book Number City O SIU O UIW UIW Place of Employment O Pensioner Other The above three men worked for Coastal Towi ng in 1 983 and were witness to an accident . They should call Roy Summers collect ( 7 1 3 ) 280-0699. ZIP State ------ ------ Johnny Villafane This will be my permanent address for all official Union mailings. Please write to J u l io Figueroa at Calle 238HQ24, Urb . Country Club, Rio Piedras . PR 00924. This address should remain in the Union file unless otherwise changed by me personally. (Signed) - - - - - - - - - - - - _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - � �,.·,· .. :·:·!-- -tiere: 1i.�Jrll'�fi;Cf�t1he pus.b toeAPffi.1.CoOk Inlet oil ·is just case.· a test We also are monitoring legislation by the National Maritime Union and the Marine Engineers Beneficial As­ sociation, Districts 1 and 3. The case involves 12 MSC ocean­ ographic ships that were awarded to the Lavino Shipping Company of Phil­ adelphia as a result of the OMB Cir­ Gulf Coast by V.P. Joe Sacco T HERE has been a huge drop in the number of barges operating on the Mississippi River, which is cular A-76 bid. The case will be heard April 3, 1986. The judge will rule on whether or not temporary MSC marine employees will be allowed the Right of First Refusal Meanwhile, the Gulf area ports are to protect the interests of its members. with South America. Miami has gar­ I hope that none of our members out here suffered any damage from nered the biggest share of this trade, but Houston has taken steps. to in­ legislature to authorize $1.8 million to Orleans, and our local representatives businesses were destroyed. Fifty thou­ I attended a recent c6nvention of night in hastily set-up emergency shel­ the Texas State AFL-CIO, where I company has already started two proj­ ects: a dock construction job in Burns Harbor, which is in Lower Lake Mich­ igan, in Indiana; and dredging on the Cleveland Harbor and Cuyahoga River. the torrential rains and winds that hit Thirteen people were left dead and 96 are actively supporting it of work for West Coast sailors. We will be fightingfor you. crease the amount of cargo it handles. modernize facilities in the port of New The Great Lakes Dredge and Docks The SIU has one thought in mind: the northern California area. There is also a bill before the Louisiana up around here. anese autos into the United States. This would create a substantial arriount privileges under MSC reduction-in­ loss by MSC of the 12 ships involved. trying to cash in on the growing trade improving, things should start picking quirements on the importation of Jap­ force procedures resulting from the evidence of .the continuing recession in the tug and batge industry. The Great Lakes fit-out is just around the comer. Now that the weather is that would place American-flag re� ·East Coast by V.P. Leon Hall It was the worst storm in memory. T injured. Thirteen thousand homes and sand people had to spend at least one ters. W�st Coast by V. P. George McCartney A Crossings roots political program. I will discuss Be(fford. The battle now;goes intO the · on television would have seen an interesting footnote in the this in detail in next month's column. history of both the SIU and World We are still waiting word on the progress in its fight. against the Seafood Producers Association in New NYONE watching the mini-series tried to drum up support for our grass­ HE SIU has made tremendous. courts where we will put pressure on the association to settle. As of.last count, we signed up about 60 fishing vessels in th(!.t town. We've been able to make the public aware; of the abuses that have become routine outcome of our suit against National War II. in recent years. And we have let our steps to make sure that none of our the Hotel Queen Mary which was once lengths to protect their interests. Part of the series was filmed onboard Marine. Meanwhile, we have taken a luxurious ocean liner.. supporters in that fleet is unduly hurt During World War JI, the British by this beef. government used the Queen Mary to members know that 'we will go to any It is a new age for the labor move­ ment. Many battles between manage­ mittee on Labor and Human Re­ augment its sealift capability. H played an impdhant role in helping to defeat the Nazis. ment and labor are being settled in the courts. That is why it is so imi:>ortant for th� . �e mbers of 'H�is tinitin 'i& become involved in our grassroots problems that would occur if a pro­ was reminded about the inadequate appointed by politicians. ity. SIU President Frank Drozak talked about this at a recent hearing on the its effort to come up with new ways Perhaps the most important local development occurred in Fort Lau­ derdale, Fla., where the Senate Com­ While watching the mini-series, I sources held a hearing on the health state of this country's sealift capabil­ posed Cross-Florida Transgulf Pipe­ line is allowed to be built. Great Lakes by V.P. Mike Sacco The major issue discussed at the meeting was the possible contamina­ tion of Florida's drinking water. Less publicized, but equally important, R ECENT studies paint a grim pic­ ture for Great Lakes shipping political effort. After all. judges are We are supporting the AFL-CIO in of organizing members. The federation build and charter program. is putting the final touches on a pro­ program is so important: to get our message across to the public at large. local unions. Union membership has That is why this Union's grassroots gram to issue credit . cards through would be the devastating blow to the which has been hard hit by the reces­ were allowed to be built. tural industries. concern to our members in the inland industry, many of whom have had take years before Great Lakes ports can bounce back to the amount of Tom Bradley's campaign for gover­ But as a percentage of the overall closely mirrors this country's shrink­ cess of our grassroots program. tug and barge industry if that pipeline This, of course, is of paramount sion in the manufacturing and agricul­ Many economists predict that it will One of our field reps, Scott Hanlon, has taken a temporary leave of ab­ sence to work in Los Angeles Mayor nor. We view this as a positive devel­ declined to its lowest point in years in relationship to the overall working population. Numerically, there are just as many union members as before. workforce, we've never been lower. their job security threatened by pro­ cargo they handled in the mid-1970s. The decline in Great Lakes shipping opment-for Bradley's campaign, for the Union and for the continuing suc­ Things are changing for the maritime industry as well. Baltimore is looking the transportation industry. ing industrial base and the present Hanlon's chores will be taken over port on the East Coast. As President posed manning cuts, corporate merg­ ers and a growing anti-union bias in crisis in the agriculture industry. The cargo preference compromise that was included in the 1985 Farm Aid Bill gave both the maritime and agricultural industries a respite from their bitter struggle, and has enabled both of them to concentrate on other, more important issues. Surprisingly, permanent MSC civilian mariners. the SIU has intervened in a case brought 10 I LOS i March 1986 AFL-CIO on a number of important membership and has a good rapport up with all the changes. grassroots campaigns. He knows the with them. Two bills before Congress will have year, he will find it difficult to keep One of the quickest ways to "stay out of the industry" is to get caught with drugs. The president's Task Force would help no one, and would reopen them very closely. report calling for mandatory drug test­ being healed. The Canadian government is think­ MTD port councils to express our opposition to the export of Cook Inlet ernize the St. Lawrence Seaway, which generated for the port of Seattle are ulate Great Lakes shipping. There isn't very much Cook Inlet oil, the winter respite to complete a con­ North Slope oil, and if that were al­ lowed to be exported then things would be very tough for SIU members 0ut ing about authorizing money to mod­ N order to protect the rights of the committee hearing, maritime is a rap­ idly changing industry. If a member is out of the industry for more than a recently, Lundy worked with the state an important effect on West Coast the bitter wounds that were slowly I Drozak recently said before a House the administration now wants to re­ scind that compromise. Such a move Government Services Division by V.P. Buck Mercer by Dennis Lundy, who got his start as a photographer for the LOG. More to become the first fully computerized is fine with us because it would stim­ Nine Great Lakes members used veyorman Md. · s course at Piney Point, members, so we have been monitoring on Organized Crime recently issued a We are working through the various ing for all federal employees, espe­ oil. Roughly 20 percent of the jobs jobs available to members of this Union related to the carriage of Alaskan oil. contracted out by the military, I urge but there is an awful lot of Alaskan to make use of the Union's drug re­ cially those involved in transportation industries. Since more than half of all will be on vessels that have been all members who have a drug problem habilitation center at Piney Point, Md. It's the only way to protect your job security. �Admissions Department -----The Key to SHLSS -, -_ ,- The rn&t imponant duties of the Admissions Office at the Seafarers Harry Lundeberg School of Seamanship are to process applications for a d miss ion, · register students for class, maintain permanent academic records, and to assist in the school's recruiting efforts. In addition, the Admission Office the many letters and answers telephone calls for information on the programs that the Lundeberg School offers. Improvements are always being made in order to shorten the time it takes to process an application for admission. By using a state-of­ the-art electronic mail system, SIU ports are quickly informed of the application status for members who are registered in that port. The member is also sent notification as the application is being processed. Because of this immediate e l e c t r o n i c mail between the ·SIU ports and the Admissions Office, it is to a member's advantage to submit an application through the port in which he or she is registered. Applications can also be mailed directly from the member's home. For those members who either do not have an application or who live far from a SIU port, one of the Admissions Office staff will be happy to take an application by telephone. Future plans include a computerized on­ line application process to- funher improve the application process. The Admissions Office registers students when they repon for class. A group registration procedure was developed and is used so that the "check-in" time for each course is reduced. By reducing the registration time, is paperwork important completed more quickly and students are able to begin their studies sooner. Accurate academic records have always been important to the Lundeberg School. This accuracy is more important than ever with the approval of the Nautical Science Technology and Marine Engineering Technology d�grees by the Maryland State Board for Higher Education. T h e A d m i s s i o n s Of f i c e maintains over 10,000 permanent academic records and prepares the transcripts for students pursuing one of the new college degrees. Transfer credits are also kept in this o ffice. Assisting in the school's recruiting efforts is an important duty of the Admissions Office. Through electronic mail, articles in the LOG and correspondence, SIU ports and members are notified of class vacancies, Dayna Lynch, Perry Stedman and Trudy Lacey review and send messages to the ports thr ough the "E" Mail System. ---- provided course descriptions, and school of abr e a s t ke p t developments. Members who are interested in applying for upgrading at the Seafarers Harry Lundeberg School of Seamanship are strongly encouraged to submit application for immediate an consideration. The Admissions staff will also be happy to answer a member's telephone call or letter. Perry Stedman responds to a request for Information on the training programs at SHLSS. Jim Schwab talks to a member interested in attending one of the Lundeberg School's many upgrading classes. Corbin Piper, Kyle White and Manuel Rodriguez are registered f or class by Trudy Lacey and Dayna Lynch. March 1986 I LOG I 11 �cowa anena ·SUdi mectings and assured him that I would indeed attend. .IU1VW uial u1c:: wIVes I scurried around and finally gulped down a cup of coffee. By the time I reached the auditorium doors, everyone was already seated with the exception of a lean, tall gentleman in a (what appeared to be) tan cow-hide jacket. He was very kind to me. He asked my name and my husband's name. I told him and that we were here for Mr. and Mrs. Fred J ohns on My First SIU Meeting By Doris Johnson I remember my first SIU meeting very clearly because it was a very unexpected occurrence. I had just ridden the elevator down from the 6th floor at SHLSS (where family members reside) for a cup of coffee in the dining room when I met Mr. Ken Conklin, SHLSS Vice President. I noticed that there was a great deal of activity transpiring and I asked Mr. Conklin what was happening. He responded that the monthly SIU meeting was about to commence and that I should attend because I "might learn something." I laughed, and told him I didn't the upgrading classes. He asked what my husband was upgrading to and I informed him Third Assistant Engineer. "But where is he?" We looked around for "Fred" and I told the gentleman he was wearing a blue Waterman jacket. We located my husband and I bid farewell to the gentleman, sat down with my husband to participate in what was to be a most surprisingly and exciting ''first'' union meeting. After the meeting was called to order, I noticed the ''kind'' gentleman sitting with the other "leaders" on stage. I looked around at the gorgeous SIU deep­ blue carpet and other "classy" fixtures in the auditorium. Various representatives of the union spoke. I remember, especially, ''Red'' Campbell andJoe DiGiorgio speaking but when the president of me �1u, .trank Urozak was introduced, I thought that I wOuld surely fall off of my chair. This was the kind, sympathetic gentleman who had assisted me before the meeting. I learned a great deal at this meeting. Like, I didn't realize just how large the Union is and how long it has been around, what the leaders have to go through in order to obtain the contracts so desperately needed for the members. I was tremendously sur­ prised at the politicking involved not only in the United States but indeed all over the world. I noted that the members were given an opportunity to stand and discuss their various complaints, if they had any, about the job activity or whatever. I was told of one union member who had raised his hand at such a meeting and he was told to ''shut up and sit down. You are out of order Consequently, he did not have the opportunity to "speak his mind." Several members asked questions about the MSC (Military Sealift Command) jobs, some complained about jobs they already had. And even though a few may not have been too happy with the answers to their questions, at least they were given the opportunity to voice their thoughts. wowa encourage otnef wives or husbands of members upgrading at the school to try and find some way to accompany their spouse(s). They do indeed need all of the moral support, love and affection, and 1 question-asking (ha) they can get in order to move forward and obtain the job-security they so desperately need. Let's just say that I agree whole-heartedly with the kind, sympathetic gentleman I met in the lobby before that ''first'' meeting when he says in the 1986 LOG: "A key February reason for our success in winning these military sealift and support jobs is that we alone have developed the training programs that enable our members to qualify for the many new jobs they perform on these vessels. Our members are the most skilled and best trained because we have developed the finest training f a c i l i t i e s a n y w h e r e in t h e United States and because our membership has taken advantage of these programs. '' I guess that just about says it all, except Amen! P.S. I met Mr. Conklin in the lobby again yesterday and he mentioned the fact that another Union meeting will be coming up the beginning of March and that I "might learn something." Hagglund Crane Maintenance Course at SHLSS The six week Hagglund Crane Maintenance course consists of both classroom and practical crane t r a i n i n g t h a t i n c l u d e s the lectures o n the followi ng: fundamentals of hydraulics; basic electro-hydraulic systems; relay logic and sequented operating schematics. Practical crane training includes: lighting off and servicing the SHLSS Hagglund Crane; performing preventive and corrective maintenance; tracing hydraulic systems and performing brake adjustment and filter on r e pl a c e m e n t actual Thomas Ball points out the Hagglund Crane's machinery room arrangement. 12 I LOG I March 1 986 equipment. To be eligible all applicants must hold a QMED Any Rating endorsement, or endorsement as Electrician, or equivalent inland experience. It is recommended that the student have at least an eighth grade reading level. Due to the small print used on the electrical schematics, good eyesight is important. If you have problems reading small print, you should consider having your eyes checked before reporting to class. Studying the Hagglund Crane hydraulic circuit Rodriguez, Thomas Ball and Jimmy Skubna. are (I. to r.) Manuel �l\.auar uu�erver Luurse, Meeting the needs of the membership The U.S. Coast Guard requires that all deck officers serving on vessels of 300 gross tons or more be certified as Radar Observer. Since 1982 the only way to earn this endorsement is to complete an approved course of study. SHLSS is one of only 14 schools nationwide which offer this program. Since its introduction in the summer of 1984, Radar Observer training has become one of the most successful and well received programs at the school. This success is due in a large part to the availability of the SHLSS Shiphandling Simulator as -­ a training aid. This state-of-the-art system provides realistic hands-on radar training utilizing actual marine radar displays. The computer simulate.cl picture can be configured to represent open sea traffic situations for training students in collision avoidance techniques. It can also produce coastline and navigational aids for radar navigation training. In addition to radar plotting, students are instructed in the radar operation, basic preventive maintenance and the use of automated radar plotting aids (ARPA). .)[ik Instructor Dale Rausch discusses the solution to a complex radar plotting problem. Cocaine ''The King of Drugs'' Cocaine, also commonly called "coke," "snow," "gold dust," or "lady," is processed from the leaves of the coca plant which grows in the mountains of Peru and Bolivia. When cocaine was introduced to Europe and the United States in the 1800s it was hailed as the new medicine to cure asthma, colds, opiate addictions, depression, alcoholism and even corns. Its local a n e st h e t i c p r o p e r t i e s w e r e discovered at about the same time and it was widely used in surgery and dentistry. Before long, however, reports of fatal cocaine poisoning, mental disturbances and addiction began to surface. Cocaine was finally legally restricted by the Federal Harrison Narcotics Act of 1914 after 46 states had already passed laws restricting its use. With the introduction of the amphetamines in the 1920s cocaine was largely unheard of for the next 50 years. Its rise in status in the late 1960s coincides with the fall in the use of amphetamines. Cocaine acts as a direct stimulant on the central nervous system increasing the electrical activity throughout the brain and spinal cord. This produces an alerting response, decreases fatigue, and elevates mood. In toxic doses it will produce anxiety, a psychotic state, convulsions and death. When cocaine was reintroduced in the U.S. in the late sixties supplies were very limited and the cost quite high. As a result the drug was primarily used by the rich and famous. The thinking was that if you can afford it - you're worthwhile. However the price has been dropping from $150 a gram and is now roughly $50 a gram so more and more people are able to afford the so-called "King of Drugs. ''Estimates of the size of the present cocaine business is between $50 and $80 billion a year. Most cocaine brought into this country is in the form of cocaine hydrochloride with a purity of 90 to 100 percent. It looks like fine white flakes or rocks and feels powdery when crushed. Before it is sold on the streets it is usually cut several times with talcum powder, sugar, cornstarch and occasionally with amphetamines. The most common mode of use is by inhaling or "snorting" cocaine into the nostrils. The high lasts about 20 minutes after which another snon is taken. Cocaine can also be smoked after it is run through a process known as free-basing which "frees" the cocaine base fr o m the hydrochloride. When the b ase is smoked it is rapidly absorbed by Gill Pruitt and Michael Arendt work a radar plotting problem. L. to r. John Cook, John Cox and Michael Caldwell plot a solution to a radar problem. the lungs and carried to the brain in a few seconds-producing a sudden and intense "rush." The results of smoking freebase are identical to injecting cocaine hydrochloride intravenously. The pupils dilate, heart rate, blood pressure and respirations all increase. The euphoric high lasts only a few minutes and is followed by an equally intense crash with deep depression, shaking, nausea, irritability, and a feeling of loss. The best "cure" for the crash is to use more cocaine. This sets the person up for a binge that will last until he either runs out of cocaine or money. Thousand dollar a day habits have been reported but the average is closer to $100 a day. Research into the effects of cocaine use began only a few years ago and the findings thus far are alarming. What was thought to be a nori­ addicting drug has now been shown, with both animal studies and through user reports, to be even more addicting than heroin. Using cocaine . became more important than sex, eating, drinking or even surviving. Manic, paranoid and depressive psychoses have been reponed. Because of the anesthetic properties of cocaine, large doses have resulted in depression of the central nervous system ending in breathing failure. Deaths in emergency rooms across the country have been reponed from spinal convulsions, heart failure and very high fever. The methods of using cocaine each provide their own special types of medical problems. Snorting leads to irritation of the nasal membranes and sinuses which can reduce resistance to colds and upper respiratory infections. Over time snorting will break down the nasal mucous membranes and cause chronic sinus congestion, nasal sores and nose bleeds. Smoking cocaine freebase can result in chronic sore throat, mouth and a swollen tongue as well as respiratory problems. Injecting cocaine is particularly dangerous. As with any street drug it can be contaminated with bacteria or cut with dangerous chemicals. This can severely damage the heart, arteries, lungs, and even the brain. Using contaminated needles can result in skin abscesses, hepatitis, blood poisoning and endocarditis; all serious life-threatening illnesses. As with all other types of chemical dependencies there is no ''cure'' for cocaine addiction but it can be successfully treated. At the Seafarers ARC the emphasis is on changing the person's lifestyle and gaining total freedom from the use of all mind and mood altering substances. March 1 986 I LOG I 13 �New work: App11cat1ons are available at all SIU Counters � --Special QMELJ l:ourse Scheduled -- A special QMED-Any Rating course has been scheduled during the period of July 1 1, 1986 through September 5, 1986, to accommodate those members who have been sailing as Chief Electrician and do not have the QMED-Any Rating endorsement. Any member who has an FOWT and electrician endorsement on their seaman document and has Chief Electrician discharges may apply for this special QMED-Any Rating Course. To apply fill out the upgrading Application, indicate QMED-Any Rating (special) and send to the Admissions Office, SHLSS, Piney Point, Maryland 20674. James Allan Golder Buried in Seafarers Haven at Piney Point � As part of the all ports drive for new work. these members are completing employment request forms. L to r. Ray Ramirez, Jerry Borucki, SHLSS Vice President Ken Conklin, SHLSS Port Agent Edd Morris, Clancey Hennigan. sHLSS COURSE GRADUATES� � Refrigeration First row (I. to r.): Miguel Rivera, David Whittle, Corbin Piper. Second row (I. to r.): Eric Malzkuhn (Instructor), Willie Butts, Gary Dow, David Gordius. Delta Queen Training Group I. to r. Kevin Dunn, Bruce Holland, Alan Johnson, Robert Pou. Radar First row (1. to r.): Ronald Roman, N. Dawson, S. Hardin. Second row (I. to r.): David Jankowiak, Dale Rausch (Instructor), Jeffrey Higgins, Curtis Hintze. Conveyorman First row (1. to r.): Biii Foley (Instructor), Tom Lee, Brad Brunette, John Lltzner. Second row (I. to r.): Robert Hudas, Sam Johnson, Kerry Blultt, Jan Rhyne. Hagglund Crane I. to r. Manuel Rodriguez, Jimmy Skubna, Thomas Ball. Seallft Operations & Malnts. Officers Training Group I. to r. Waiter Purlo, Stephen Gasecki, Harry Alongi (Instructo r) Harold Vanderploeg, Joe Wlldgen Jr., William O. Johnson, Bill Hellwege (Instructor). , Seallft Operations & Maintenance First row (I. to r.): David Epstein, Lee Brady, Brad Gie rl ich, Joseph Martyn, H.J. Hinnant, Paul Duquette, Joe Marshall (Instructor). Second row (I. to r.): Dave Letterman, Mike Hunt, Carl Parry, Mike Ryan, Timothy Traynor, Timothy McCormack, John Roland. Third row (I. to r.): Harry Alongi (Instructor), Ray McKnight, Michael Arendt, Willlam Finhandler, Kevin Luck, Mike LasDulce. Fourth row (I. to r.): Biii Hellwege (instructor), Kyle White, Tim Smith, K. Thomas Cannon, Dan Ticer Jr., John Garnache, Todd Malnvllle. 14 /LOG I March 1986 Cook and Baker First row (I. to r.): Dorray Saberon, Robert Overton, Kelly Scott, Diane Cladianos, Rebecca Sleeper. Second row (I. to. r.): Leland Buchan (Instructor), Leonard Johnson, Larry Vickers, Edward Kirkland, Clancy Hennigan, Gary Havrllla (Instructor). �1986 UPGRADING COURSE SCHEDULE Programs Geared to Improve Job Skills and Promote the U.S. Maritime Industry The following is the current course schedule for the 1986 school year at the Seafarers Harry Lundeberg School of Seamanship. For the membership's convenience, the course schedule is separated into six categories: deck department courses; engine department courses; steward department courses; adult education courses; all department courses and recertification programs. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll for class as early as possible. Although every effort will be made to fill the requests of the members, the classes are limited in size - so sign up early. The course schedule may change to reflect the membership's needs. SIU Representatives in all ports will assist members in filling out the application. Engine Upgrading Courses Course QMED ·Any Rating Check-In Completion Date Date July 11 September 5 September 19 December 11 Automation May 23 June 19 Marine Electrical Maintenance August 22 October 30 Marine Electronics (LASH Crane) October 31 December 12 Hagglund Crane Maintenance April 25 June 6 Refrigeration Systems Maintenance August 15 September 26 September 26 November 7 Deck Upgrading Courses Course License M ate (Third Unlimited M aster M ate Freight & Towing) Celestial Navigation Towboat Operator Scholarship Lifeboat Maintenance Diesel Engineer · Regular April 25 June 6 November 7 December 19 Diesel Scholarship April 25 July 4 Welding June 27 July 24 November 7 December 5 Hydraulics July 25 August 21 Fireman/Watertender & Oiler September 12 November 6 All Rating Upgrading Courses Check-In Completion Course Date Date Sealift Operations and May 2 May 30 June 6 July 3 Maintenance July 25 August 22 September 5 October 3 October 17 November 14 November 14 December 12 Steward Upgrading Courses Check-In Completion Course Date Date Chief Cook June 25 October 3 October 1 Jan. 9, 1987 M ay 7 A u g u st 15 October 3 Cook & Baker June 25 Chief Steward November 21 A u g u st 13 October 1 Jan. 9, 1987 November 19 Feb. 27, 1987 June 25 October 3 October 1 Jan.9, 1987 Completion Date A u g u st 1 October 10 April 11 M ay 16 M ay 23 J uly 18 May 16 May 27 October 24 November 14 October 10 November 14 October 10 November 3 Able Seaman April 4 Septem b er 2 October 24 Radar Observer May 16 May 30 October 24 December 19 J uly 18 November 14 May 30 July 31 November 28 Sim u lator M ay 2 July 18 November 14 May 16 August 1 November 28 Tankerman April 21 July 11 December 29 May 2 July 22 January 9 Radar Observer (Renewal) April 4 June 6 August 8 September 5 November 7 December 5 April 11 June 13 August 15 September 12 November 14 December 12 Recertification Programs & Operations Refrigerated Containers Advanced Check-In Date Check-In Completion Course Date Date Steward Recertification April 28 June 2 November 3 December 8 September 2 October 6 Bosun Recertification Adult Education Courses Check-In Date Course Completion Date For students who wish to apply for the GED, ESL, or next year, the courses will be six weeks in length and times: May 2 August 1 October 31 ABE classes for offered at these June 14 September 13 December 13 Seafarers who are applying for the upgraders Lifeboat classes and who are either ESL or may need some work on basic skills, may take the ESUABE Lifeboat course three weeks prior to the scheduled Lifeboat class. These classes will be offered: June 27 July 18 September 19 October 10 The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. They will be offered as follows: Towboat Operator Scholarship Automation Able-Bodied Seaman Hydraulics QMED Able-Bodied Seaman --- May 16 May 16 July 18 July 18 September 12 October 17 May 23 May 23 July 25 July 25 September 19 October 24 Important Notice --­ Hotel Bill Payment Policy Changed Effective January 1, 1986 all upgraders' dependents staying at the Seafarers Training and Recreation Center at Piney Point will be required to pay their bills bi-monthly. This will help to lessen the burden of the cost of your stay. March 1986 I LOG I 15 �Upgrading Course Apply Now for an SHLSS .. . .,...... ........................ .......... .. ..................... .. ............. ..................... ........... ................. ... .. .. Sealarers Harry Lundeberg School of Seamanship Upgrading Application Name (llrsl) (Lisi) Date of Birth (Middle} Address ---­ ���� - MoJOaylYear �<i=:tr-------------------� _______________ _ Deep Sea Member 0 Social Security# Date Book Was lssued ______ Book# ______ Port lssued Senlority ______ ______ (Area Coda) Pacific O Department __ _ _ _ _ Port Presently Reglstel'ed In _ _________ ___ _ _ ________________ __________ __ _ Are you a graduate of the SHLSS Trainee Program: 0 Yes Trainee Program: From No 8 (if yes, flll In below) ��to.��------ (dates attended) ______ Have you attended any SHLSS Upgrading Courses: 0 Yes Course(s)Taken -��� ----­ Lakes Member 0 Inland Waters Member 0 ______ Endorsement(s) or License(s) Now Held Telephone (Zip Code) (Slate) (City) No C (if yes, fill in below) ________________ _ ________ _ ________ _ Do you hold a letter of completion for Lifeboat: O Yes No 0 Firefighting: O Yes No 0 CPR: 0 Yes No D Date Available for Training ----Primary Language Spoken ------I Am Interested In the Following Course(s) Checked Below or Indicated Here If Not Listed DECK ENGINE D T1nkerm1n 0 AB Unllmlled DAB Limited 0 AB Specl1I 0 Towboat Oper1tor lnl1nd 0 Towboat Operator Nol More Thin 200 MllH 0 Towboat Oper11or (Over 200 MllH) 0 C.IHtllf N1Vlg1tlon C M11ter ln1pected Towing Ve11el 0 Mete ln1pecled Towing VHHI D 18t Cla11 Pllol O Third Malt C1lt1tl1I Navigation 0 Third Mete 0 R 1dar Ob1trver Unllmlttd 0 Slmul1tor Courie O S.1llft Oper1tlon1 & Mefnlenance No transportation will be paid unlen you present or1gln1I receipts and successfully complete the courH. 0 FOWT 0 QMEO-Any R1llng C M1rln• Eleclronlcs D Merine Electrlc1f M1lntenance 0 Pumproom M1lnten1nce I Operetlon DAutom1tlon D Refrlger1tlon Sy1tem1 Malnten1nce I Opet'atlon1 0 DleHI EnglnH C A11l1t1nt EnglnHr (Unlnspected Motor VHHI) 0 Chief Engineer (Unln1pecled Molor Vt11tl D Third A11I. EnglnHr (Motor ln1pected) 0 Rtfrlgertltd Contt lnt ra Advanced Maintenance 0 M1rlne Eleclronlc1 (LASH Crin•) D Hydr1ullc1 C Hagglund Crane Maintenance STEWARD !J 0 0 C C A11f1tanl Cook Cook I Baker Chief Cook Steward Towboat Inland Cook ADULT EDUCATION DEPARTMENT iJ Adult BHIC Education (ABE) C High School Equlv1lency Progr1m (QED) C O.v1lopm1nl1I StudlH ;J Engll1h .. 1 Second Ulngu1ge (ESL) ABEJESL Lifebo1t Prep1r1t1on ALL DEPARTMENTS 0 Weldlng 0 Llfeboatman D SHllll Oper1tlon1 I Maintenance RECORD OF EMPLOYMENT TIME-(Show only amount needed to upgrade In rating noted above or attach letter of service, whichever Is applicable.) VESSEL 16 I LOG I March 1 986 RATING HELD DATE SHIPPED DATE OF DISCHARGE �Congressmen, Labor Leaders Seek New Solutions to Old Problems There was good news and there was bad news to report as some 200 rep­ resentatives from 43 AFL-CIO na­ tional and international unions gath­ ered in Bal Harbour, Fla. last month for a meeting of the Maritime Trades Department. In his address 011 the state of the maritime industry at the beginning of the two-day meeting, MTD President Frank Drozak reported an upswing in the numbers of civilian-manned mili­ tary support vessels, but that these " new" jobs are doing no more than offsetting the losses in the private sector. Drozak also noted that the Reagan administration has continued to send American jobs overseas in the name of ''free trade , ' ' and he warned that "the continued erosion of our basic industry base and of our nation's mer­ chant marine is leading the U . S . to the edge of economic disaster, social collapse and a flawed defense capa­ bility . " T o correct a t least a part of these growing problems, the MTD executive board, in a unanimous statement, af­ firmed its commitment to work for " a strong, militarily useful U . S . -built, op­ erated and crewed merchant fleet, sup­ ported by an adequate pool of trained labor, adequate funding and meaning­ ful government support. " Drozak inted out once again , however, that without cargo the whole program collapses . He said: "Cargo is the key factor in the use of American vessels and in creating the demand for new ships. Yet we lack a positive national commitment to putting more cargoes on U .S .-built, U . S . -manned vessels . " In a number of policy statements, the MTD executive board termed the current state of the industry "deplor­ able." They blamed this on bad plan- p0 ning and outright neglect that has con­ tinued through several administrations. The maritime labor leaders cited the elimination of construction subsidies, the cutback of the operating subsidy program and opposition to needed cargo preference programs as evidence of the administration's insensitivity to the problems of the nation's maritime industry. More bad news came from AFL­ CIO President Lane Kirkland who said in an address to the MTD board meet­ ing that President Reagan's budget message targets the remaining federal maritime programs for further cuts. He cited administration proposals to end the ship construction Joan pro­ gram and to repeal the hard-won cargo preference compromise that the Con­ gress overwhelmingly endorsed just last year. The administration's claim that these cuts--and others programmed in health, housing, education and government service-are needed to manage the federal budget deficit does not hold water, Kirkland said. Sounding a warning, Kirkland told the MTD board: "I don't need to tell you what these budget proposals mean to this country in terms of jobs, our economy, of national sealift capability and of en­ ergy independence ." "Tip" O 'Neill came to the MTD board meeting-as he had done many times in the past 16 or more years­ to speak some plain truths to his many friends and supporters . "Tip" is Thomas P. O'Neill, Democrat from Massachusetts, Speaker of the U . S . House of Representatives, and a pub­ lic official for 50 years. He talked about the failed policies of the Reagan administration which have produced "five straight years of record budget deficits," a disastrous (Continued on Page 18.) AFL-CIO President Lane Kirkland shares a light moment with MTD Board members before laying out the somber facts about the loss or many thousands or American jobs through the "ruinous" trade policies or the Reagan administration. At right is MTD President Frank Drozak. Jobs and Job Security MTD Board Acts on Issues Vital to Maritime Workers While the statement on Maritime Policy (see page 1 9) was the broad statement of concern of the MTD's recent meeting, the board dealt with a number of specific concerns con­ fronting maritime workers, their unions and their industry. These are some of the issues that were debated and adopted as state­ ments of MTD policy: • Endorsed legislation to establish a federal build and charter program to construct militarily useful merchant vessels for charter or lease to com­ mercial operators . • Backed a measure to require that structures used in the offshore pro­ duction of oil and gas be built in the United States and that at least half the Thomas P . "Tip" O'Neill, Speaker or the U.S. House o r Representatives, urges an attentive audience to go back to labor's basic principles or organizing, fighting for bread and butter, concern for health and education, "rewarding your friends and punishing your enemies." materials used be of domestic origin. • Urged Congress to establish a port-development program that will enable large , deep-draft vessels to call at U . S . ports and thus enhance the competitiveness of American exports such as oil and gas while ensuring fair application of costs. • Supported measures to assure a fair share of the carriage of Japanese auto imports to the United States aboard U . S.-flag ships. • Called for legislation to deal with critical problems facing the U . S . deep­ sea fishing industry as a result of the increasing importation of foreign fish products , the predatory practices of other fishing nations , and the soaring cost of insurance for Americ�n fishing vessels. • Supported measures to develop a comprehensive port development pol­ icy which would ensure a fair alloca­ tion of costs including local fees as­ sessed to shippers and relevant port authorities and not levied against ship operators. It urged that all port de­ velopment projects be performed by U . S . -flag dredges, with strong empha­ sis on small business " set asides" for the benefit of small dredging contrac­ tors. • Urged the immediate and vigor­ ous pursuit of bilateral and multilateral agreements with our trading partners in order to restore the U.S . to its influence in the world economy . • Strongly supported the develop­ ment of a fair trade policy which rec­ ognizes that the U.S . is not meant to be the dumping ground for products built to satisfy some other nation's industrial strategy. The MTD warned that if the U . S . does not act quickly, our nation' s industrial base, job ex­ perience and military strength will be dangerously eroded. March 1 986 I LOG / 17 �U.S. Needs A Strong Merchant Marine Rep. Norman F. Lent Republican, 4th Dist., New York ers in the event of death or injury in the maritime industry. Our committee already has held two hearings on this I want to share some of my thoughts matter and will consider it further this on the state of the American merchant year. marine and what the Congress can do The combined interests of merchant to provide for a stronger and more seamen as well as commercial fisher­ viable maritime industry. As the ranking Republican on the mittee, I am aware that this industry. ing on involves the administrative de­ There are many factors that have contributed to the decline of our mer­ task before our committee is to reverse maritime policy. The fact is that other maintain the integrity of our cargo to help their maritime industries to preference programs and pursue other their shipbuilding. supply and support ability of cargo. The basic premise industries. Other nations engaging in bilaterial trade with the U.S. insist their ships be protected. while the U.S. plays "Mr. Nice Guy" and lets the Japanese bring in their autos on Japanese ships; lets the foreign oil come in on just about anything that floats flying a for­ eign flag; and lets the Soviet Union and the Eastern European nations en­ gage in the most blatant predatory rate-setting for cargoes! How can we begin to reverse this situation that has developed since the end of World War ll? Our Committee on Merchant Ma­ rine, mindful of the sad plight of the merchant marine, has before it a num­ ber of proposals. We recognize that the federal focus is on the construction <?f military ships as we move towards President Reagan·s and Navy Secre­ tary Lehman· s goal of a 600 ship Navy. But while this goal should be sup­ avenues which will result in the avail­ behind the cargo preference policy­ support for the U.S. merchant ma­ rine-is as valid today as it was when it was first conceived in 1936. As you know, thanks in large meas­ ures to the efforts of Frank Drozak and other maritime trades leaders, we had a notable achievement late in 1985 in the enactment of the new federal preference program in the context of the nation's farm exports. The new preference program will continue to support the merchant marine as we expand our Food for Peace and other committee will be watching the imple­ mentation of this program because we want to make sure the agencies follow Another cargo issue that the Con­ oil. The Congress has stated on several ward on several fronts at the same time. decision was limited in scope and only granted veterans· status to a very small this further with formal hearings. In dition for the good of the working men decision. The committee may pursue my opinion. these merchant seamen who were '"needed in war"-have . now been '"forgotten in peace. . We must make sure that proper recogni­ tion is given for their service during the war. .(.: * I want to close on Furthermore. the federal govern­ maritime industry. and not impede its implement existing authorities in a flexible way in order to encourage eign operators must continue. We must recognize there is a disparity between U.S. and foreign costs of operation question of increasing American car­ interests must stop. All sectors of this Above all. bickering among U .S. goes. These bills deal with interna­ important industry-ship owners, union for shipping and the carriage of im­ tives, ship builders, and governmental other by Subcommittee Chairman Mario Biaggi. Both of these measures must be evaluated as to their ability to assure greater cargo for U.S. ves­ sels. * * * One item that should be of interest 18 I LOG I March 1 986 Efforts to improve cost efficiency and to compete more effectively with for­ and react accordingly. sored by Chairman Walter Jones, the C. E. DeFries, president of the National Marine Engineers Beneficial Association, called for strong measures to protect pas­ sengers and crews of U.S. vessels against acts of piracy and terrorism. In the final analysis. however, the mittee two other bills that seem to ported automobiles. One bill is spon­ to you is the legislation dealing with the problem of fishing vessel owners to obtain liability insurance and federal laws covering seamen's benefits and the limitation of liability of vessel owr't- Norman Lent (R­ N .Y. ) , and Thomas Manton (D-N.Y. l. ket. in the hands of the industry itself. tional bilateral trading arrangements tatives David Bonier (D-Mich.l. Bob Carr (D-Mich.), companies should operate in that mar­ given very serious consideration be­ have merit in that they address the Other members of Congress who addressed the meeting were Represen­ are not insur1�1ountable. There is a fate of the U.S. merchant marine lies We have pending before the com­ and women of this nation. an optimistic note. the Cook Inlet region. This must be such oil exported in foreign-flag tank­ these leaders to continue in this tra­ Despite my comments on the prob­ chant vessels. This means we must ers. job security. standard of living and lems faced by the maritime industry, greater efficiency in the marketplace. total exports-and we don't want any America the world leader in social * lieve we should now start exporting cause it could open the flood gates to American Labor Movement that built individual freedoms. He then urged occasions its unwillingness to allow oil from the lower part of the state in ing the MTD meeting that it was the partment asking them to expand their mittee in a letter to the Defense De­ First of all. we must continue to seek adequate cargoes for our mer­ O'Neill reminded the presidents and other officers of the 43 unions attenJ­ reform, public education, health care. development. The government must understand there are some who be­ gress. several other members of our com­ of the D-Day invasion. l joined with consideration of the export of Alaskan I some things about the labor movement throughout his long tenure in Con­ the social programs that have made ment should do more to support the North Slope oil to be exported. this year and will not run for re­ group of men who helped in one aspect its new budget. And the Congress will have to correct this. of the maritime industry. We face problem that demands we move for­ War II. As many of you know, the worldwide market for shipping and our gress must scrutinize carefully is the a whom we could not have won World through with the new formula which ported. it must not be held out as a panacea for our shipyards and the rest to Europe and the Pacific without The problems are serious, but they the administration doesn "t support in It was "Tip" O'Neill's last appear­ ance at the MTD's meeting as an election. He took this occasion to say humanitarian assistance programs to needy nations around the world. Our history.'' War ll service. These are the men carried the troops and war materials Rep. Norman F. Lent biggest peacetime military buildup in elected official. He is stepping down President Truman referred to. who that trend and to develop a national history. and a reckless defense spend­ cision on granting veterans· benefits to U.S. merchant seamen for World chitnt marine. I believe the greatest compete for cargo. These efforts help ing spree which has resulted in ··1he One other issue we have been work­ military), is in serious trouble. maritime nations do far more than ours ments on changing the existing legal and their survivors. and to its security (both economic and free-trade policy which has created the lowest balance of trade in modern framework available to injured seamen which is so important to our nation (Continued from Page 17.) men dictate that we look at this care­ fully and not make any hasty judg­ Merchant Marine and Fisheries Com­ MTD Vows To Rebuild U.S. Industry leadership. shippers, port representa­ officials--must understand that the days of unlimited federal financial support are over. I am convinced that this industry will continue to provide our nation with an international presence in trade and a strong national defense through its shipyards, merchant fleet, trained seamen, and port operations. In this effort, I look forward to working with Frank Drozak and the Executive Board of the Maritime Trades Department of the AFL-CIO and its 43 affiliated unions. You have my encouragement and support. MTD Vice President Stephen J. Leslie urged the U.S. to begin the "vigorous pursuit of bilateral and multilateral trade agreements to restore the U.S.'s position in world econ­ omy." He said the highest priority should be given to restoring the U.S. as "an eco­ nomic world leader.'' �MTD Adopts National Maritime Policy AFL-CIO Research Director Rudy Oswald criticized the federal cuts in health, housing, welfare, education and government serv· ices. He said that Reagan's claim that there is no other way to manage the federal budget deficit "simply does not hold water." The economy and national security of the United States requires a strong, vital merchant marine. Yet the history of this nation has been marked by repeated cycles of maritime neglect spawned by peacetim� complacency . The relative freedom from war en­ joyed over the last decade has coin­ cided with an accelerated decline in our commercial fleet . This decline has continued through several administrations whose com­ bination of bad planning, absence of planning and neglect has created a deathwatch over the American mer­ chant marine . In recent years, the federal government has eliminated the Construction Differential Subsidy pro­ gram and has proposed foreign con­ struction for subsidized operators. B y cutting Operating Differential Subsidy and permitting buy-outs, the govern­ ment has put U . S . -flag shipping in a less competitive stance. Our world position has been further undercut by opposition to the Law of the Sea Treaty, resistance to negoti­ ating bilateral agreements with our trading partners, and attacks on our cargo preference laws. Ultimately , cargo is the key factor for using American vessels and for creating the demand for new ships. Yet we lack a positive national com­ mitment to putting more cargoes on U . S . -built, U . S . -flag vessels. Con­ gress is well aware of the decline of the maritime industry and has been the focus of countless pages of testi­ mony and resolutions. Nonetheless, we do not presently have, nor have we had for many years, a practical , Labor Wins on Tax Reform Rep. David Bonier Democrat, 12th Dist. , Michigan Despite some of the labor-bashing that has gone on in Congress, I think labor has done pretty well of late. The labor movement scored a major leg­ islative victory on the Tax Reform Bill last session and now stands poised to score again with major trade legisla­ tion in this session. Labor lobbyists played a major role in getting a remarkable Tax Reform Bill through the Ways and Means Committee and then through the House. The House-passed bill is a truly his­ toric document. It is certainly the most far-reaching revision of the tax code in our lifetime. Just over a decade ago , Americans thought the federal income tax was the fairest of all taxes . Today it is perceived to be the least fair of all taxes . Over the years, tax loopholes have eroded the tax base until today they number over 1 07 and are pro­ jected to cost one half trillion dollars in 1 986! The corporate share of the tax bur­ den has been allowed to fall from about 27 percent in the 1 950s to barely 6 percent today . It is no wonder working men and women have become resent­ ful of the tax system that makes them pay the taxes corporations and wealthy individuals have been able to escape. But the House-passed Tax Reform B ill will reverse this devastating trend. It will provide genuine tax relief to America's middle clas s . For those making between $20,000 and $50,000 a year, it will mean an 8-10 percent decrease in taxes. Six million of the nation's poor and working poor will be relieved oftheir tax burden through increases in the personal exemption and standard deduction. Labor beat back the strong move­ ment to tax fringe benefits. Labor beat back the attempts to eliminate the home mortgage deduction and child care credit. The House of Representatives has seldom seen the intense lobby effort produced by this Tax Reform B ill . But the labor lobbyists clearly reflected the will of middle-income America. I believe it was their support that tilted the balance in this "clash of the Ti­ tans" and now gives us the ch�nce to Rep. David Bonier strike boldly at the fundamental ineq­ uities of our tax system. I think working America's voice will again be heard in thi s session of Con­ gress as we address our mounting trade deficit and the inadequacies of current trade law . Over the last four years, our trade deficit has set one new record after another. In 1 985 , the trade deficit ran around $ 1 50 billion­ more than triple its 1 982 level-making us a debtor nation for the first time in history. The tragedy is this deficit has already cost us over two-and-one-half million jobs and costs us more every day. This deficit especially hurts Ameri­ ca' s older industries such as autos and steel . But the U . S . trade share has also been declining in seven of the 1 0 leading high technology industries . There is definite congressional in­ terest in tackling the trade deficit . In fact, there was a flurry of trade bills introduced toward the end of last ses­ sion. But no one bill has yet emerged as a consensus Democratic measure . Looking at the bills already out there and listening to business and labor, I think there are ideas which among other important measures must be in­ cluded in a trade bill. The first is encompassed in the Trade Emergency and Export Act intro­ duced by Richard Gephardt and Dan Rostenkowski. The bill calls for the imposition of a surcharge on the im­ ports from countries such as Japan, Korea, Taiwan and Brazil. They would be given one year to begin opening their markets to American goods . If they did not, the president would have the authority to levy a surcharge on their import s . Money raised from the surcharge would be used to reduce the federal deficit. The second area of relief should include measures to help compensate for the adverse effects on American domestic markets of a practice called "targeting. " Foreign countries often target one of their domestic industries for huge government subsidies. Import products that result from these sub­ sidies are sold very cheaply in the U . S . and crowd out our own domestic markets. Third , I think there must be condi­ tionality . There must be a requirement that companies which receive in­ creased income as a result of trade protection legislation, must reinvest that income into the industry benefit­ ing from the protection. It seems every other day I read or hear about the death grip American labor unions find themselves in . Al­ legations are made that the labor movement no longer has any real leg­ islative impact. I do not believe that. I think labor performance on the Tax Reform B ill puts an end to those charges. Labor was united in effort , focused in attention and remarkably successful . I expect a repeat perform­ ance on the trade issue and look for­ ward to working with you again. 1 986 MTD Board Meeting A Special Report comprehensive national maritime pol­ icy to reverse the downward course of the merchant marine. The deplorable state of the maritime industry is due in large part to the fact that important promotional proerams have been whittled away in previous years. In the absence of government initiative, numerous legislative pro­ posals have been forthcoming from the industry. However, because of the diverse needs of the industry' s inde­ pendent but interrelated sectors , a consensus has not yet been developed for any comprehensive legislation. In the absence of a broadly supported proposal , federal officials and legisla­ tors often have been relegated to the role of mediator between conflicting interests instead of working to imple­ ment programs which would spur the industry' s overall revitalization. Unless Congress, the administra­ tion, management and labor join to­ gether to initiate a substantive course of action, all will be witnesses to the demise of the American merchant ma­ rine as a commercial entity and an essential component of our national security . Only by working together can these disparate groups reverse the decline in the maritime industry. The Maritime Trades Department, AFL-CIO, reaffirms its support for a strong, militarily useful U . S .-built , op­ erated and crewed merchant fleet sup­ ported by an adequate pool of trained labor, funding and government sup­ port. We call to action all parties with a compelling interest in a healthy mer­ chant marine , including government agenc ies, members of Congress, ship operators, shipbuilders, representa­ tives of associated industries and mar­ itime labor to join together for the purpose of formulating a program and strategy incorporating a comprehen­ sive national maritime policy for the revitalization of the U . S . commercial fleet. SIU Legislative Director Frank Pecquex reported on the legislative priorities of the Maritime Trades Department, and urged closer participation among all labor orga­ nizations in the face of Reagan's policies which are driving American jobs out of the country. March 1 986 I LOG I 1 9 �The SIU of Canada was well-represented at the MTD Board meeting. From left are Vice Presidents Richard Thomasson, Andre Bansept, Hedley Harnum and Secretary-Treasurer Roger Desjardins. Capt. Robert W. Kestleloot, director of the Strategic Sealift Division of Naval Operations, warned that the merchant marine of today is inadequate to supply sealift support for our Armed Forces. Alan Kistler, director of the AFL-CIO Department of Organization, said that new techniques based on old labor traditions are needed to organize the "new breed of workers" in America. Rep. Bob Carr (D-Mich.) told the maritime lat that he "wholeheartedly" supported their effort the U.S. merchant marine. "/� � � rs1"/ I � r----� . l / William Baxley, lieutenant governor of Al­ abama, has been a key political figure in the MTD's grassroot's campaign, and has been a distinguished public servant in his home state for more than 20 years. 20 I LOG I March 1 986 John Wells, secretary of the Kentucky Labor Cabinet, is another distinguished state official who has worked with the I political campaign. Wells has addressed labor gatherings around the nation, including last year's SIU Convention in I and he has proven himself to be a friend of working men and women. �Scenes from the MTD 3oard Meeting Steve Edney, national director of the United Industri�I Workers, thanked the MTD board members for their support of the UIW's efforts to organize cannery workers on the West Coast and in Puerto Rico. ers 1ild AFL-CIO Legislative Director Ray Denni­ son outlined the Federation's priorities on Capitol Hill, which include the priorities of the Maritime Trades Department. George KnaJy, internati(•nal representative for the Brotherhood of Electrical Workers, dis­ cusses the important "Buy American" provi­ sions of the resolution dealing with exploration and drilling equipment on the outer continental shelf. MTD Executive Secretary-Treasurer Jean Ingrao once again organized a flawless two-dav board meeting. Here, Jean opens the session with an explanation of the resolutions that will be debated and ac� upon during the meetings. Page Groton, assistant to the president of the Brotherhood of Boiler­ makers and Iron Shipbuilders, expressed strong views on the importance of a build and charter program to revitalize America's shipyards. · ,- grassroots oint, Md. , John Kenneally, general vice president of the Hotel & Restaurant Workers, intro­ duced the key resolution on international trade. � i�·· · �· ! ; •; • • • • •!• �! i �i�li\ ,ir�jtnm:, �:i�! ;,�:.w,wr�:=�� . � Roman Gralewicz, president of the Seafarers International Union of anada; confers with MTD General Counsel Howard Schulman during a break in the board meetmg. March 1 986 I LOG I 21 · -· ·-··--· ·· - - ----- --�------· �The U . S . Fishin g I nd ustry-Str uggl i ng i n Hard Ti mes Hard times continue to befall the fishing industry. All along the waterfronts the refrain is the same-landings are down, costs are up, the market is depressed. The problems within the fishing industry include unfair foreign competition, dumping of fish and fish products in the U . S . marketplace, unworkable tariff structures and the steady escalating costs of securing Hull and Protection and Indemnity insurance coverage . Individually, these factors tend to influence the highs and lows of the industry ; combined, these factors have undermined and undercut the domestic fishing market. Despite the enactment of major laws to protect U . S . fishermen from unfair competition, the industry continues to be hurt by the unfair and predatory practice s of other fishing nations. On the East Coast, American fishermen are plagued with cheap imports of subsidized fresh fish from neighboring countries . The Canadian government through grants, loans, special tax treatment and other practices is unfairly subsidizing Canadian exports of cod, haddock, pollock, hake, flounder and sole. U . S . imports of Canadian fish totaled $53 . 3 million in 1 984. This glut of Canadian fish has caused economic hardships to New England fishermen and processors. It has depressed prices and caused the loss of U . S . jobs and earnings. American fishermen have been undersold because of unfair subsidies which give Canadian fishermen the upper competitive edge and allow them to sell their fish in the U . S . at lower prices while still enabling them to make a profit. The time has come for American fishermen to obtain marketplace equity so that their traditional way of life may be preserved. * * * This situation is not confined exclusively to the East Coast. In Alaska, cannery workers are facing a severe problem due to the acceleration of joint ventures off their coast. In these joint ventures, American fishermen harvest the fish and sell it "over-the-side" to processing vessels of foreign nations. The U . S . tuna industry has not escaped the damage of unfair competition from foreign fishing nations. These nations , particularly Japan, Taiwan, and the Philippines are penetrating U . S . tuna markets at alarming rates because of the existing low tariff for tuna packed in water. And Japan continues to refuse to open up its markets to processed American fish products. The time has come for American trade negotiators , as part of an overall effort to seek a balance of trade between our two nations , to request that unfair restrictions to entry of American processed fish products be removed. * * * The U . S . fishing industry is a vital component of the American economy and must be protected from the unfair practices of foreign fishing nations. Other fishing nations with substantial fishery resources have established programs and provided government support to render their fleets more competitive, and the U . S . government must follow suit. Because our current federal programs designed to assist our nation's fishing industry are inadequate to meet current and future needs, Congress should act now to develop initiatives which will encourage and support investment in U . S . fishing and canning operations, and will protect the rights of all U . S . fishermen. * * * Finally, this problem is no longer being ignored by the U . S . government. The Commerce Department recently issued a preliminary ruling that certain imports of fresh fish from Canada are illegally subsidized . The ruling involves imports of fresh whole and fresh fillets of cod, haddock , pollock, hake and flatfish. The Commerce Department's preliminary ruling found that 19 programs administered by the Canadian government and 20 programs administered by the provinces of Nova Scotia, New Brunswick, Prince Edward Island, New­ foundland and Quebec were providing subsidies to the Canadian fishing industry. As a result, the Commerce Department is imposing an equalizing duty of 6 . 85 percent of the value of the fish to offset the price advantage that subsidized imports have over domestic products which are not subsidized. Commercial fishing is by its very nature a very dangerous business. Statistics indicate that it is one of the most dangerous occupations in the United States, with a death rate seven times the national average of all industries and twice that of mining, the second-most hazardous occupation. Coast Guard figures show that an average of 250 U . S . fishing boats sink and 75 fishermen die off the nation's coasts each year. Yet in safety matters, the fishing industry remains virtually free from any government inspection and regulation. Rising insurance premiums make the safety problem worse by forcing boats to operate in more marginal conditions. The Maritime Trades Department wholeheartedly supports enacting legis­ lation that would help resolve the crisis. Such legislatton must offer adequate payments for injury and must also set adequate crew and vessel safety standards . The United States has long recognized the dual role of the U . S . merchant marine in commercially transporting the commerce of our nation during peacetime and in serving as an essential military auxiliary during war or national emergency. Yet despite the national importance of this historic dual function, U . S . maritime invariably has been neglected in times of peace and been permitted to deteriorate and decline. As a result of such government indifference, the industry today is on the verge of extinction. Fortunately, however, congressional leaders understand the strategic importance of the U . S . merchant marine and domestic shipyards to our nation, and they are currently promoting legislation which may help to revitalize both industries. I n late 1985, Sen. Ted Stevens (R-Alaska) introduced and held a hearing on legislation to establish a federal build and charter program to construct militarily­ useful merchant vessels for charter or lease to commercial operators . The concept is patterned after the successful Mariner Program of the 1 950s in which 35 militarily-useful breakbulk vessels were built by the government and sold to U . S . operating companies. Under the current proposal, a federal revolving fund would be set up to finance the construction in U . S . shipyards of vessels which have a direct military utility. Once constructed, these vessels would be either leased or chartered to U . S . commercial operators for use in the U . S . foreign trades , with the proceeds from the lease o r charter transaction being deposited back into the revolving fund to finance the construction of additional vessels. The primary obstacle to such promotional proposals in the past-available federal funding-has already been overcome. In Dec. 1 985, Sen. Stevens succeeded in earmarking $852 million in unobligated Navy funds for funding a new Mariner program. This legislation was then considered by a House­ Senate conference committee where, as a result of MTD affiliate action, the House conferees agreed to endorse this program. U oder the provisions of the funding measure, however, none of these funds can be used until proper authorizing legislation for the new Mariner program is enacted by Congress. The MTD supports the prompt consideration and enactment of legislation in the 99th Congress which will officially establish this new federal build and charter program. Development of this program would aid the entire U . S . maritime industry by: • providing desperately-needed work for U . S . shipyards ; • adding economically-priced and modern new tonnage t o the active U . S . fle et, and • increasing the number of militarily-useful U . S . -flag vessels active in the commercial trades. The MTD urges its affiliates to support this legislation and any other measures which would take positive steps to rebuild a strong and healthy U . S . merchant marine . Much has been discussed in recent years regarding the huge trade imbalance between the U . S . and Japan. U ntil recently, virtually the entire focus on this trade relationship has been on merchandise and agricultural trade , and little has been mentioned regarding trade in services. But trade in services is now receiving increased attention, and maritime service trade in particular is being prominently discussed. Just as in general merchandise trade with Japan, maritime trade in services between the two nations is tilted heavily in favor of the Japanese. This is especiall y true in the automobile carriage trade, where millions of Japanese cars are imported each year into the United States . Because i t i s left u p t o Japanese auto manufacturers t o determine which ships will transport their autos , and because as part of a national maritime policy the Japanese strongly promote the use of their own ships, Japanese vessels overwhelmingly dominate this ocean transport trade. More than 85 percent of the 600 vehicle-carrying vessels operating worldwide are owned, operated or controlled by Japanese interests, and more than two-thirds of this enormous Japanese vehicle fleet is engaged in the U . S . -Japan auto trade. Primarily , it has been the restrictive shipping policies of the Japanese which have excluded U . S . vessels from the U . S .-Japan car carriage trade . Two-thirds of the' vessels engaged in the trade are flag-of-convenience vessels either owned or controlled by Japanese interest s ; the other one-third of the trade is composed of actual Japanese-flag vessels. While it would be unreasonable to expect U . S . vessels to compete against low-cost flag-of-convenience vessels, one would expect that U . S . -ftag vessels would compete for a share of the trade carried by comparabl y costing Japanese­ flag vessels. Since U . S . vessels have been unable to break into the trade, however, it can only be reasonably deduced that U . S . vessels have been excluded from the trade by restrictive and discriminatory Japanese trade practices . T o rectify this inequity, legislation has been introduced i n Congress to facilitate U . S . access to this trade. In the Senate , Sen. Frank Murkowski of Alaska introduced S . Re s . 223, a resolution which urges the president to negotiate a bilateral agreement with Japan for the U . S .-flag carriage of Japanese automobiles . In the House, Rep. Walter Jones of North Carolina, chairman of the House Committee on Merchant Marine and Fisheries , sponsored a bill (H.R. 3655) which would establish and expand U . S . auto carriage capabilities by mandating that U . S . -flag vessels carry Japanese autos to the U . S . in numbers equal to those carried by Japanese-flag vessels. The MTD supports these legislative means of opening up the U . S . -Japan auto trade . The MTD also supports efforts to open the trade through direct negotiations between Japanese auto companies and U . S . maritime interests. 22 I LOG I March 1 986 �The Injustice and the Tragedy of South Africa The following address was delivered to the MTD Board meeting by William Lucy, secretary-treasurer of the American Federation of State, County & Municipal Employees , AFL-CIO, and a member of the MTD Board. Before you act on the matter of South African Apartheid, I want to tell you why the AFL-CIO and the majority of its affiliated unions, in­ cluding AFSC M E , actively oppose American ties to the South African regime . There are 3 1 million people in South Africa. The law there divides them into three classes . There are 4 . 5 million whites, and nearly all of them live the good life . There are 4 million Asians and col­ oreds , t hat is, anyone who is not 1 00 percent white. These 4 million have limited social, economic and political rights. Then there are 22.5 million blacks73 percent of the population. This overwhelming majority of South Af­ ricans have virtually no rights what­ soever. If you're a black South Afri­ can, you can't vote, can't work in many occupations , can ' t own land in most of South Africa, can't even live where you want Eighty-seven percent of South Af­ rican land is reserved for whites. The remainder-and it' s the most desolate in the country-has been made into a series of black reservations, and some 3 . 5 million of their inhabitants were moved into them forcibly . On those reservations, just about all business, right down to grocery stores and beer halls, are owned and controlled by the South African government. If you live on a black reservation �nd want a permit to peddle fruit in the muddy streets, you're required to get 36 pages of approvals, and spend probably two years of your life doing so. If you're black and work in a white area, you have to leave your family behind. You may not see your spouse or your children for 1 1 months at a time . If you 're black and work in a white area, all services and facilities are rigidly segregated: buses, theatres, stores--everything. If you 're black, you 're not allowed in a white area without a passbook . The passbook includes your photo, fingerprints, work record , travel per­ mits, the name of your reservation and your family history. If you 're caught without a passbook , you go to prison. South Africa now has the highest per capita prison pop­ ulation in the world, including Soviet Russia. The overwhelming percent­ age of inmates are black, and most are there because they didn't carry a pass­ book. Black South Africans make up 72 percent of the workforce . They get all the tough and menial jobs. Most work for a quarter or less of the wages paid whites in similar occupations. If you're a black South African child, you face certain other difficulties. Your chances of dying as an infant are five times greater than those for white s , and i f you survive infancy , t h e state will spend 25 times as much educating a white child as it does you. If you grow up, you can expect to live 57 years compared with 70 years for whites. South Africa's system of racial sep­ aration and exploitation is called Apartheid, and it is based on the same interpretation of the Bible adhered to by the Ku Klux Klan and other Amer­ ican hate groups . Apartheid includes a spider's web of police-state laws, laws that make any indication of dissent high treason and permit indefinite imprisonment without trial . Workers-white or black-who plan, lead, or even partic­ ipate in a strike are liable to penalties that include imprisonment and death. In effect , South Africa is a modem slave state, a massive industrial plan­ tation with powerful similarities to the Germany of the 1 930s, and its lead­ ership includes some who were jailed in World War II for helping the Nazis. And Apartheid could not have come to pass or endure without the active help of American corporations. A few years ago Fortune magazine, a kind of glossy house organ for cor­ porate America, carried in its pages a story that began : " The republic of South Africa has always been regarded by .foreign in­ vestors as a gold mine, one of those rare and re.freshing places where prof­ its are great and problems small . . . and labor is cheap . " Because of this rare and refreshing climate, U . S . corporations currently have $ 1 5 billion invested in South Africa, almost a quarter of its gross national product. Because of this rare and refreshing climate, the U . S . is South Africa' s largest trading partner, second largest foreign investor, and the source of a full one-third of its international credit. American corporations, including 57 of Fortune's top 100-control 57 per­ cent of South Africa's computer mar­ ket , 45 percent of its oil market, and 33 percent of its auto market. South Africa sells to U . S . corpora­ tions agricultural products , uran iu m , coal and steel-some $2.5. billion worth in 1 984 . . . and I think you'll find that little of it was carried in American bottoms . The current administration in Wash­ ington was warmly hospitable to the South African regime until late last year, when public revulsion forced it to impose weak and largely i neffective sanctions. Within South Africa the chief op­ ponents of Apartheid have been the main-line churches-Episcopal, Ro­ man Catholic and others-and the black labor unions, which are remarkable i n that they exist despite mass firings, mass arrests and brutal police repres­ sion. When a South African labor leader is taken to j ail , it has often proved to be a one-way trip, because in South Africa's jails prisoners appear to have developed the ability to beat them­ selves to death. A FSCME, the union I represent , William Lucy has actively opposed U . S . assistance to Apartheid since 1 980. We have urged state and local governments, institutions and pension funds to di­ vest themselves of stocks in U . S . com­ panies operating in South Africa. We have lobbied on Capitol Hill for a tougher stand against South African fascism. We have helped train South African labor leaders . And we have done whatever we've been able to do to draw public atten­ tion to the evils of Apartheid . On J an . 9 of this year, under the leadership of the council and President Lane Kirkland, the AFL-CIO launched a nationwide boycott against the Shell Oil Company and its products . This action was the result of a request from the International Confederation of Free Trade Unions, which was acting on a plea by our brothers and sisters in South African labor unions. Shell was singled out for several reasons. South Africa has no domestic oil and depends on imports. Shell and its parent corporation, Royal Dutch/Shell, supply fuel to the South African mil­ itary and police which enforce Apart­ heid . Shell co-owns or operates South Africa's largest refinery , a major off­ shore pumping station, a major oil pipeline and more than 800 gas sta­ tions. In addition, it exports South African coal for sale here in the U . S . and elsewhere, where i t competes di­ rectly with U . S . coal exports. In its South African coal mines, Shell has actively sought to bust the Miners' Union with mass firings and other measures. The latest protest­ over a worker killed by u nsafe con­ ditions-was broken up at gunpoint, with beatings and tear-gas. Shell and American corporations are doing more than supporting a totali­ tarian regime in South Africa. They are taking away U . S . jobs. The $ 1 5 billion that U . S . corpora­ tions now have invested in South Af­ rica could have been used to maintain and modernize facilities here in Amer­ ica. The $2.5 billion in South African products sold to the U . S .-products produced with what is virtually slave labor-directly cost American jobs on farms and in factories . Because o f slave labor, South Africa undercuts u s in countries that nor­ mally buy from the U . S . , and so still more American workers join the un­ employment lines. Finally, and something we all need .,.. to keep in mind, U . S . profits made in South Africa are helping finance the current wave of attacks on American workers and their unions . Phelps-Dodge, IBM , American Cyanimid, U nited Technologies, I ngersoll-Rand and scores of others­ all are big in South Africa and all are in the front ranks of U . S . strikebreak­ ers and corporate scabs. The next time any of you are in Chicago , take a look at the new state building there. It was built with South African steel. And between Chicago and Gary you could probably find 25 ,000 unemployed steelworkers and the dead mills where they used to work. That, too, is part of Apartheid . The hopes of a peaceful solution of South Africa's festering sickness are fading fast. In the last year alone , police and the military have indiscrim­ inately killed more than 1 ,000 black men, women and children. It is my belief that the free trade unions of a free society cannot-either , through morality or self-interest-tol­ erate the evil of Apartheid. I earnestly ask that the Maritime Trades Department join with us in active opposition to Apartheid so that we can march together under the bright banner of American labor solidarity . March 1 986 I LOG I 23 �Alaskan Oil Is Vital to U: S. Maritime Industry · Rep. Thomas J. Manton Democrat, 9th Dist . , N. Y. I<" "· I am happy to be here today to say to you that without the early, strong support of the labor movement in the summer of 1 984, I would not be a member of Congress. Labor stood shoulder to shoulder with me during my time of need. I will not forget that. And you can rest assured that I plan to stand shoulder to shoulder with labor in the years ahead . After I was elected to Congress, I felt it was important that I seek out a committee assignment where I could use my influence to help the people in my congressional district of New York and, at the same time, work with those same unions who played such a vital role in my success at the ballot box . For these reasons, I sought, and was fortunate to receive, the one open Democratic seat on the House Mer­ chant Marine and Fisheries Commit­ tee. The Merchant Marine Committee was a natural choice. New York City is the largest port in the United States . The Port Authority provides thou­ sands of jobs in the New York City area. Many of those workers reside in my district. In addition , the committee has jurisdiction over a number of fed­ eral laws which are vitally important to the survival and future vitality of our nation's merchant marine and the maritime unions which form its back­ bone. As a new member of the committee , I have spent a great deal of time learning about the problems which our d�mestic maritime industry faces, both from unfair foreign competition and from an administration which has done everything in its power to retard the revival of an industry which remains vital to our nation ' s defense. In April of last year, the Congress reauthorized the Export Administra­ tion Act . The vote in favor of the reauthorization was overwhelming. As part of that reauthorization, Congress reaffirmed a commitment made more than a decade ago that Alaskan oil shall not be e xported to any foreign country , except with the explicit ap­ proval of both houses of Congress. I strongly suppo rted the continuation of this ban because I believe that Alaskan oil is vital to our nation's energy in­ dependence. We currently import more than 2 million barrels of oil every day . Most of this oil comes from volatile and even hostile sources in the Middle East. We cannot afford to allow Alaska, which holds the largest source of un­ tapped domestic reserves, to be a source of energy for other countries. We need that oil at home. Energy independence would have been reason enough to vote to con­ tinue the ban, but there is another, equally important reason why I voted in favor of continuing the ban on exporting Alaskan oil . Alaskan oil means jobs. Alaskan oil is moved to refineries and petrochemical plants in the lower 48 states and therefore falls within the jurisdiction of the Jones Act. 24 I LOG I March 1 986 without making use of the pipeline. Therefore , the administration, which has never supported the domestic mar­ itime industry, decided to exploit this loophole in hopes of getting its foot in the door. The administration thinks that if it can export 6 ,000 barrels of Cook Inlet oil it can tell the American people that nobody is getting hurt. On the basis of that claim it will then ask the Congress to approve the export of 1 .6 million barrels per day of Alaskan North Slope oil . That i s their ultimate goal . When I heard of the administration's back door attack on the Alaskan oil export ban, I was outraged. In re­ sponse to this flagrant attempt to ig­ nore congressional intent, I introduced H . R . 38 1 7 . My bill would place Cook Inlet oil under the same export ban as Alaskan North Slope oil. I believe­ as does everyone in this room-that we must close this loophole immedi­ ately. If the administration succeeds with its plan to move Cook Inlet oil to Japan, it will only whet their ap­ petite for the huge oil fields at Prudhoe Bay. If they ever allow this vital national resource to be exported , every Amer­ ican would be the loser. Dredgi ng and Port Development Rep. Thomas J. Manton During the last two decades , the domestic maritime industry has been savaged by unfair, subsidized foreign competition . We have seen our shipyards grow idle while other nations constructed newer facilities with their taxpayers' funds , which lowered their operating costs and their labor costs. We have seen our U . S . -flag carriers lose ton­ nage as industries turned to foreign carriers. In this environment, the Alaskan oil trade has become the lifeblood for the survival of the domestic merchant ma­ rine . Therefore , it was critical that Congress reaffirm the ban on the ex­ port of Alaskan crude. It is clear that if Congress ever allowed the major oil companies of the state of Alaska or this administration to sell this oil to any foreign nation, the oil would be moved on foreign-flag tankers, and thousands of U . S . jobs would be lost. All of us were pleased to see the ban continued. Unfortunately, the Reagan administration failed to get the message. Despite an overwhelming vote of 269-62 in the House that Alaskan Adequate levels of funding and federal involvement for the construction, operation and maintenance of U . S . ports and waterways is vital to U.S. commerce and national security. Maritime technological developments in terms of vessel size and configuration, as well as the need to import and export commodities in large quantities requires port channels both wide and deep. The competitiveness of U . S . exports such as coal and grain will be enhanced when large, deep-draft vessels associated with their transportation call at U . S . ports. The U . S . shipping industry, however, should not be burdened with unfair costs or misplaced collection responsibilities. Vessels which do not require deep-draft channels should not be required to pay for them. The levy of minimal federal, state or local fees deemed necessary to pay for port development should be the responsibility of the shipper and/or the relevant port authority and not vessel operators. To this end, any legislation establishing a comprehensive national port development policy should include a beneficiary test to ensure fair application of the costs including shipper responsibility for any ad valorem fee imposed. It should also be unequivocal in word and deed, that all port improvement and development projects should be performed by the U.S.-flag dredging fleet, with a strong emphasis on small business set asides for the benefit of small dredging contractors. U . S . Army Corps of Engineers dredging assets should be de­ emphasized in favor of the private sector. In addition, no exception to the Jones Act which would allow the use of foreign-flag dredge operators should be permitted. The Maritime Trades Department, AFL-CIO, urges the U . S. Congress to pass port development legislation which ensures shipper responsibility for the collection of ad valorem fees and a beneficiary test to protect U.S.-flag operators from unwarranted costs. The Maritime Trades Department, AFL-CIO, further urges Congress to ensure that private sector U .S.-flag dredging contractors complete all work associated with revitalization of America's shipping channels and ports. oil not be exported, the administration ignored Congress ' s clear intent. The ink from the president ' s signature on the Export Administration Ac t was hardly dry when the White House announced on Oct . 28 that the presi­ dent intended to administratively ap­ prove the sale and export of 6 ,000 barrels a day of oil produced from Alaska ' s Cook Inlet. If Congress said no to the export of Alaskan oil, how could the White House do thi s ? The answer lies in a loophole in the Export Administration Act. U nder that law, all Alaskan oil which flows through the trans-Alaska pipe­ line is protected under the export ban · passed by Congress. Most Alaskan oil-indeed more than 95 percent of all oil produced in Alaska-is moved through the pipeline to Valdez. The exception is Cook Inlet. Because Cook Inlet is along the southern coast of Alaska, tankers can dock near the field, load the oil and move it to the lower 48 states directly SIU Executive Vice President Ed Turner, left, and SIU Secretary Joe DiGiorgio took an active part in the deliberations of the MTD's mid-winter board meeting. �I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I. I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I m c stu m Sea fa rers I n te r n a t i onal Union of North Ameri c a . A F L -C IO Washlncton Report Three stories dominated the headlines in the nation' s capital: the continuing battle over the budget, the restoration of democracy in the Philippines, and a plan by the president' s Task Force on Organized Crime to make all federal employees subject to random drug testing. President Reagan submitted a budget to Con­ gress that contained onerous cuts in social, maritime and promotional programs (see story on the Marad Authorizations Bill, page 4 ) . Meanwhile, a three-judge federal district court found the Gramm-Rudman Act unconstitu­ tional . Tax reform was placed on the back burner. Legislat i ve . Admin istra t i ve and Regu latorv Happe n ings March 1 986 ican fleet." The second bill deals specifically with the Cook Inlet U . S . Japanese auto carrier bill. The bill would SIU President Frank Drozak submitted com­ require an equal number of Japanese imports ments to the Commerce Department outlining be carried on U . S . -flag vessels as are carried on Japanese vessels. his opposition to the export of Cook Inlet oil . recently have announced that they will grant Drozak, ' ' would best be served by not allowing "The interests of the United State s , " said Several Japanese automobile manufacturers some of the auto carriage business to U . S . any oil to be diverted to Japan or Korea. " vessel was involved in this trade. dispute is relatively small. Yet President Dro­ The amount of oil involved in the Cook Inlet vessels. Until this year, not one American zak and others feel that this is just a test case " Many people , " said Frank Pecquex, di­ to permit the transfer of Alaskan North Slope rector of legislation for the SIU, "feel that this is just an attempt to persuade Congress legislation until action was taken on reducing in Economic news continued to be mixed. Oil nation of members to the commission. " massive amount of new cargoes to the Amer­ not to deal with the auto carrier bill . " the deficit. words of the caucus , "completed the nomi­ with dozens of nations, and would provide a Fifty senators sent a letter to the president stating that they would not deal with tax reform ington as · oil abroad . Drozak' s view were seconded by Thomas "'To many observers , " wrote Chris Dupin J . Lengyel, president of the American Institute posed] contracts are a drop in the bucket when Inlet oil were exported, he said, it would hardly The Journal of Commerce, "these [pro­ compared to the more than two million cars of Merchant Shipping. Even if all the Cook make a dent in the trade deficit. Surprisingly, the oil industry has been split prices declined to their lowest levels in 1 0 that Japan exports to this country annually . " unemployment rate unexpectedly shot up four­ Japan are carried on Japanese vessels. Forty­ Richfield submitted statements in support of sels from Liberia, Panama and Singapore, opposed the concept . porations. tage of the U . S . trying to compete as a seller years . The trade deficit worsened , and the tenths of 1 percent. Democracy was restored in the Philippines after a 20-year lapse. The near miraculous tum of events obscured the continuing Communist insurgency in that country and the precarious situation of the American bases. During extensive television coverage of de­ velopments in the Philippines , it was pointed out that the United States had reached an unstated "gentleman ' s agreement" with the Communist rebels which could be pretty much summed up in this phrase : "You leave the bases alone , and we won't go after you . " SIU President Drozak touched upon this matter at a recent hearing on a proposed build and charter program (see story page 3). If anything were to happen in the Philippines, he said, this country would not have an ade­ quate sealift capability to protect its own strategic interests. Calling the epidemic use of drugs a threat to this country's national security, the president's Task Force on Organized Crime recommended that all federal employees be subject to random drug testing. At present, 44 percent of auto imports from on this issue. AMOCO, CONOCO and Atlantic seven percent are carried on foreign-flag ves­ Cook Inlet exports, while UNOCOL and Exxon many of which are owned by Japanese cor­ of crude oil "in a world market already plagued by oversupply and rapidly falling prices . " Apartheid Cook Inlet oil i s not covered under the The labor movement has launched an all­ out campaign against Apartheid in South Af­ ric;a. Earlier this year, the Executive Council of the AFL-CIO announced a nationwide con­ sumer boycott of the Shell Oil Company be­ South Africa. SIU President Frank Drozak , who is a mem­ ber of the Executive Council , called Shell' s treatment of its workers i n South Africa "dis­ gusting" and urged all SIU members to honor One member of the task force said that the to this seemingly unsolvable national problem , and that the administration was ultimately going to concentrate its efforts on getting drug testing approved for workers who deal with matters of ' 'public safety , ' ' especially air con­ trollers and "other transportation workers . " Bouse Mark-Up as 40 SIU tankers would be affected if the ban were rescinded. Cash Transfer The U . S . Court of Appeals has affirmed a lower court's decision to dismiss a complaint that sought application of the 1 954 Cargo Executive Board meeting ofthe Maritime Trades the 1 96 1 Foreign Assistance Act. SIU's political grassroots effort. Coast Guard The matter was discussed at the recent Department, which forms the backbone of the jobs on farms and in factories , " said William report was primarily intended to draw attention Last year, the EAA ban was extended for another five years. It is estimated that as many the boycott. groups , and even from some members of the the final version of the report. export of Alaskan North Slope oil. Preference Act to the cash grant . and cash The announcement met with a great deal of task force, who said that they had not read Export Administration Act, which bans the cause of its treatment of black workers in "The $2.5 billion in South African products sold to the U. S .-products produced with what opposition, especially from civil libertarian UNOCOL said it could not see the advan­ is virtually slave labor-directly cost American Lucy, secretary-treasurer of the American Federation of State , County and Municipal Employees . "Because of slave labor, " said Lucy, "South Africa undercuts us [in trade] with countries that normally buy from the U . S . " Maritime Advisory Board The Congressional Caucus Advisory Board adopted two resolutions that it plans to submit to the administration . The first resolution urges the administration transfer programs for Israel established under Coast Guard Commandant Admiral James R. Gracey told Congress that "all hell could break loose" if across-the-board cuts under the Gramm-Rudman-Hollings deficit reduction measure occur for both fiscal years 1 986 and 1 987. In an appearance before the House Coast Guard and Navigation Subcommittee, . Gracey said that the Coast Guard has a "tentative plan ' ' to cope with the reductions for fiscal year 1 986. He refused to supply any specifics , however, on how and where the cutbacks will be applied. The Gramm-Rudman Act was declared un­ constitutional earlier this year by a three-judge federal district court. The matter is expected The House Merchant Marine Subcomittee to activate the Bennett Commission. The sec­ to come before the Supreme Court shortly. provide important new business opportunities " quantify the needs of the U . S .-flag merchant the reduction schedule mandated under the will hold hearings on two bills that could ond to the U . S . fleet. marine. " States negotiate bilateral shipping agreements the terms of Public Law 98-525, which was the U . S . exceeds 1 percent of the total U . S . to " study and report on the defense aspects The first bill would require that the United with every foreign nation whose trade with one requests that the administration act. The Bennett Commission was created under passed in 1 984. The commission was supposed trade . of the U . S . merchant marine. " "would result in bilateral trade agreements in part because the president has not, in the "Thi s , " said SIU President Frank Drozak, Until that time, Congress will have to meet The commission has not yet been formed, Support SPAD M arch 1 986 I LOG I 25 �Questions and Answers About the MSC and Sealift What is the basic strategy of the United States? The basic strategy of the United States is to deter war through a strong forward defense . Implicit in the for­ ward defense concept is the notion that an armed conflict would occur some distance from our shores . This strategy depends heavily on strategic mobility to provide capability for the projection of power and is intended to How does the MSC fulfill its mission? The MSC fulfil ls its mission through the employment of Strategic Sealift forces from two principal sources: U . S . government-owned ships and the U . S . merchant marine . Where does the MSC fit into the overall defense strategy of this country? In early 1984, the Secretary of the convince potential enemies that we Navy and the Chief of Naval Opera­ aggression anywhere in the world. Sealift as one of the Navy' s three could react strongly and swiftly to formally recognized Strategic major functions, joining sea control and power projection. In conjunction What is Sealift? Sealift is the bedrock of our national strategy. Successful deployment and military combat power are dependent upon tions transportation-primarily on sealift , since more than 90 percent of with this action, administrative and operational changes have been insti­ tuted within the Navy; it is the aim of these changes to ensure that sealift programs will be considered on a bal­ anced basis with competing Navy pro­ all the equipment and supplies needed grams. According to material handed on ship. This basic fact has been dem­ all of M SC ' s resources into the oper­ to sustain a war effort must be carried onstrated repeatedly over the last 45 years-from the worldwide U . S . con­ voy and supply operations that were essential to the Allied victory in World War II to the 8 ,000-mile sealift that ensured British success in the 1 982 Falkland Islands campaign. Sealift out by the MSC, they "fully integrate ational structure of the Navy ' s major fleets . " ent situation in the Philippines and the ident Frank Drozak asked Congress there . " If anything happens in the capability� What are the MSC's major responsibilities? Calling this country' s present com­ The MSC 's primary responsibilities lift , our forward strategy is incomplete . controlled by the MSC. They are Stra­ carried out by the civilian-manned ships tegic Sealift, Naval Fleet Auxiliary Force Testifying at a hearing on the new build and charter program, SIU Pres­ a plan to enhance this country ' s sealift encompass the four major functions What is the primary mission of the MSC? SIU Calls for More Sealift and the administration to come up with must, therefore , be considered a stra­ tegic resource; without adequate sea­ Buck Mercer, right, SIU vice president in charge of government services, meets with Leon Hall, SIU vice president for the East Coast. The two were attending the MTD Convention in Bal Harbour, Fla. where they helped draw up an agenda for a national maritime policy. (NFAF) operations, Special mitment to sealift inadequate , Drozak noted that the U . S . can ill-afford to overlook this important component of military security . continuing Communist insurgency Philippines , you can bet that we'll need a way to transport troops and cargoes overseas . Our present sealift capability just isn't enough ," he said . This country ' s declining sealift ca­ pability was touched upon by several members present, including Rep. Wil­ liam Carney (R-N . Y . ) , who noted that the military' s buildup had not taken Drozak drew attention to the pres- sufficient note of sealift . Mission Support, and Department of Defense (DOD) shipping operations. and logistic support require­ support to the Navy combatant fleet mon-user dry cargo ships, point-to­ ing afloat prepositioning forces on sta­ Strategic Sealift requires the afloat when assigned ; Ready Reserve Force bility exercises. whenever and wherever needed , as terial , POL (petroleum, oil and lubri­ ships ; ships of the Near Term Prepo­ Of what special significance are the MSC operations in peacetime? requirements dictate. Department of Defense strategic mo- Prepositioning Ships (MPS) . The primary mission of the MSC is to provide sealift for strategic mobility in support of national security objec­ tives. This mission , known as Stra­ tegic Sealift , demands the capacity to deploy and sustain military forces rapidly and as long as operational How does the MSC secure its Strategic Sealift functions? bility ments. These are performed by com­ point tankers , and passenger ships preposition and sea movement of ma­ (RRF) ships; Fast Sealift Support (FSS) cants), and personnel in response to sitioning Force (NTPF); and Maritime Direct support of fleet units at sea allows Navy combatant ships to remain on station for long periods. It is performed by ships of MSC's Naval Fleet Auxiliary Force as part of the Navy's total Mobile Logistic Support Force (MLSF) . What about Special Mission Support? Special needs of DOD sponsors for sition into wartime operations. What happens in time of war? The Strategic Sealift segment will expand significantly , using ships as­ signed by Marad. In addition, the NFAF will be augmented by approximately 30 to 40 merchant ships, which should provide direct fleet logistical support either to afloat MSLF units or to ing , and surveillance are performed and have their crews reassigned to ships. What about the MSC's peacetime op­ erations? 26 I LOG I March 1 986 mission and facilitating a smooth tran­ forward supply base s. Special Mission by MSC's Special Mission Support his tasty bakery goods. They contribute directly to main­ support of such efforts as research , cable laying and repair, missile track­ DeSteiguer Steward/Baker Thomas B. Dryden is the guy who keeps the crew happy with tion, and participating in strategic mo­ taining readiness for MSC's primary What does the NFAF do? worldwide or special mission support , maintain­ MSC peacetime operations include moving DOD cargo, providing direct Support ships may cease operations, perform other Strategic Sealift mis­ sions. Some oceanographic survey ships may be adapted to perform war­ time missions . �;:,enous water rrootems Aooara tne u :)�:) Aawisniwi About 60 members of the unlicensed crew of USNS Kawishiwi gathered in the messhaU of the ship on Wednes­ day , Jan. 29 in San Diego, Calif. , to discuss a serious freshwater problem that had previously developed and had continued over a period of four months. Ships Chairman Donald Levi had made several telephone calls to the SIU office in San Francisco requesting the assistance of a business agent as the freshwater problem was becoming more pronounced. S I U Representative Raleigh Minix was dispatched to the ship and re­ ceived permission from the master to hold a shipboard Union meeting of unlicensed crewmembers so that they could air their dissatisfaction . The problem began as the ship was completing a yard period at the Ver­ sitile Pacific Shipyard in Vancouver, B .C . , Canada. The yard was to sand­ blast and apply two coats of solution to the potable freshwater tanks . The final coat was applied three or four days prior to the ship' s departure, not allowing the necessary five to seven days curing time required for the coat­ ing system to set. Prior to completion The Kawishiwi experienced water supply problems which demanded prompt attention. of adequate curing time, the tanks were filled by Versitile, and the ship was towed to anchorage on Sept. 28, 1985 . Kawishiwi departed Vancouver an­ chorage for Manchester, Wash. and San Diego , Calif. Meanwhile , water from the potable water tanks devel­ oped a taste and odor of solvent similar to that of kerosene. The master switched from potable water tanks to cargo freshwater tanks shortly after departing Manchester. The ship remained on water from '-&&- -"4&&"' shoreside in San Di:ego until the ship's potable freshwater tanks were cleaned and superchlorinated. On Oct. 29, the ship switched to potable water tanks, but the smell and taste continued to prevail . U nderstandably, the crew was concerned with potential health prob­ lems, and not only from drinking the water. It was reported that several crewmembers broke out with skin le­ sions from bathing, while others ex­ perienced a burning/stinging sensation in their eyes. ,, ,, _.,._& ..__._u -• .,,.. _.,...,.... ...... _ ....... Notwithstanding the fact that the source of fresh water was switched from the potable water tanks to cargo water tanks and to San Diego shore­ side water numerous times, the prob­ lem continued to persist over a four­ month period . Samples were taken of the water at least five times, and the crew was told that water from the potable water tanks was fit for con­ sumption. A motion was made and seconded for the SIU to look into the possibility of a class action suit against the Mil­ itary Sealift Command for negligence due to the pollution of the freshwater tanks. The motion carried unani­ mously. Major Reorganization of Military Approved SIU member Donald Levi, standing, helped draw attention to the water problems. Reminder: Reporting For Duty In order to keep a clean record , a civilian mariner has to report for duty. When mariners go from their ships to annual, shore , sick or emergency leave, they should contact their place­ ment officer at their earliest conven­ ience, either by telephone or letter. They should do this even if the ship sends a message advising the com­ mand as to who has left the ship and under what circumstances they have left. According to MSC documents , it is important that the placement officer be contacted when leave extensions are desired. Mariners often find them­ selves facing disciplinary action sim­ ply because they failed to contact their placement officer at the expiration of their leave period. Placement officers should be aware of the current address and telephone number of each of the people for Whom they are responsible . ' ' This alone would help to keep the mariner out of trouble , " said an MSC official. At the expiration of any kind of leave--whether it be annual, shore or sick-it is incumbent upon the indi­ vidual to report for duty or request an extension. The exceptions are sick and emergency leave--and in these in­ stances you will get your leave slips in if you expect to be paid on time. The biggest problem seems to be the fact that after a period of approved leave, mariners fail to report , thereby causing themselves to face AWOL disciplinary action. The annual physical examination and firefighting/damage control training are absolutely necessary and are the two things for which seamen wiU be re­ moved from their ships and returned to their homeport to receive. "It is foolhardy," said one MSC official, " to accept a six-month assignment know­ ing that in two months you are due for a physical exam or firefighting/ damage control training. " The watch word is "COMMUNICATION" with your placement officers. Mariners also should be reminded that when reporting for duty they should have their seamen's document, pass­ port, fit-for-duty slip and proof of any training they might have received as a result of schooling. This is important because it could enhance your position on the promotion list. Overriding strong objections from the Pentagon, the Senate Armed Serv­ ices Committee unanimously ap­ proved a major military reorganiza­ tion. Committee leaders said the bill would encourage the different branches of the military to cooperate more and compete less. It would strengthen the chairman of the Joints Chief of Staff, create a vice chairman , and give more authority to combat commanders in the field. The committee also voted 19 to 0 to eliminate 17,694 jobs, trimming head­ quarters and administrative bureau­ cracies by about 10 percent. The bill would create an undersecretary of de- fense to oversee acquisitions. The unanimous vote makes it very likely that some kind of major reor­ ganization of the military command will be approved this year, according to The Washington Post. Senator Sam Nunn (D-Ga.), the committee• s ranking minority mem­ ber, said the " sweeping and historic legislation ' ' would ensure a more ef­ ficient military structure. Senator Barry Goldwater (R-Ariz.) called the bill '�the most significant piece of defense leg­ islation in the nation's history. " Navy Secretary John F. Lehman Jr. opposed certain provisions in the bill ...., on the grounds that ' ' they would make a hash of our defense structure . " Around the MSC Boarded the USNS CHAUVE­ NET. No complaints on the ship. Crewmembers stated they made good money but were glad to be out of Singapore . Engine depart­ ment stated there was a lot of work that did get completed. Also, pumps were put aboard that did not work or do the job. Members in the en­ gine room expressed disappoint­ ment with the yard work . But they also stated the main unit was well maintained. Ship chairman Robert Southern was not onboard. I met with engine department delegate Charles Kirch­ ner and steward department dele­ gate Leon Billups. One man, Arthur Robertson, stated that Oakland sent a message to take. him from steward depart­ ment and put him into the engine department. Then a few days later, they sent another message that they were sending a wiper to replace him. Mr. Robertson would like this checked into. Boarded the MN ROVER. Gary Hoover is the ship's chairman. I found no beefs on the ship. The pumpman, Robert M . Wilson, was put out because the captain will not pay QMED pumpman scale. The captain only wants to pay chief pumpman scale. A message from Red Campbell to Ocean Carriers states the problem in plain English . But Captain Nolon wants the com­ pany to advise him, not Mr. Camp­ bell. I asked Mr. Nolon just to read the message and check the mari­ ner' s documents, but he still re­ fused. So let's get a little help on this and let Captain Nolon in on the secret, OK? I checked the water onboard and found it OK. Crew did state the water has sweetened up. Bosun Hoover is getting off and is being replaced by Mr. Tillman. Melvin Henline March 1 986 / LOG I 7:1 �t"rogress rn New tseCJTora �trtke · 300 Fishermen Back to Work as More Boats Sign (Continued from Page 1.) [independents) can live with the con­ tract, why not sign and get this thing over with?' And the pressure began to build , " he said. During the course of three days, SPA members met amongst them­ selves and finally forced the issue . In late February the Association freed its draggers to sign with the S I U , if the owners wanted to. Most SPA draggers have since signed contracts. Caffey estimated that the successful signings have put some 300 SIU fish­ ermen back to work. In addition, about eight scallop boats have signed Union contracts and have begun fishing, he said. Sacco, who has been assisting in the negotiations for more than a month, said many of the remaining independ­ ents have been invited to negotiate with the SIU in an attempt to resolve the dispute. About 18 of the independents did not respond to an earlier request to negotiate , and the Union has slapped them with unfair labor practice charges for failure to bargain , said Union at­ torney Jim Altman. Most boats which sail from New Bedford have been signed, Piva said , but pickets remain in the adjoining Fair Haven area. "As the boats sign we pull down the pickets. Of course with more and more of our guys going back to work, the help and the manpower the Union has sent from New York has been a great boost , " he said. Since the strike began Dec. 27, Sea­ farers from the New York area have been in New Bedford to assist the fishermen with picketing, logistics and supplies. " With the help we've gotten from Jack [Caffey] and Mike [Sacco) and all the guys, it's made our job just a bit easier and shows our people that they've got a real Union behind them, " Piva said. While the strike action continues, plans are being made for the future of the SIU fishing fleet. Organizing ef­ forts for the remaining boats in the fleet (about 1 50 non-union boats) will begin, Piva said when he was at SIU headquarters earlier this month. The Union hopes to be able to bring some of the owners to the Seafarers Harry Lundeberg School of Seaman­ ship in an effort to map out a possible training program for fishermen. The SHLSS currently has two fishing boats in its fleet. The SIU also is in the process of planning a far-reaching fish­ ing legislation program which would address the many problems of the industry, including high insurance rates, safety and other areas . "It's been a long time, but we're doing pretty good up here , " Caffey said. "The contracts for the independ­ ents are good agreements from both sides. We gave a few points in the split, but we got a lot of the items the membership wanted in the other im­ portant areas. We'll get 'em . " Kevin Mederios and his son Kevin stopped by the Union ball to see what progress bas been made in the strike. During the New Bedford school system's winter holiday, many of the children of striking fishermen visited the Union ball . 28 I LOG I March 1 986 Brian Farland (left) and his six-year-old son Brian check with Seafarer Scott Getman about picket duty and various assistance programs for striking fishermen. No Gain for Crossing Union 's Picket Unes The large majority of SIU fishermen has held fast during the long strike in New Bedford. But some buckled under the pressure and went back to work on boats without contracts. They're only hurting themselves , said Port Agent Joe Piva. " We ' ve already had some giiys come back and say , ' Looks like I've screwed up. ' They're right too," Piva said. Reports from some of these people indicate that they are sailing without any health, welfare or pension coverage , that in some cases the crews are getting only a 50-50 split of the catch and there is no time limit at all as to how long their boats can stay out. "Things might look good when they've got a check in their hand, but what are they going to do if they get hurt , or the kids get sick? That money won't go very far, " Piva said. While some fishermen have expressed sympathy for some U nion members who crossed the picket lines, most agree that some sort of penalty will be needed when all the SIU boats are signed to contracts . "That's going to b e u p to the membership, the hundreds of guys who stood strong. They 'll decide . There's been talk offines or other discipline . We'll figure that out when the time comes," Piva said. Striking fishermen show solidarity at one of the largest demonstrations during the strike. Several hundred strikers threw up this picket line at the site of the disputed fish auction. �v1r1 Kers r- 1 na '=>01ace ana The Ferry Cafe has everything mosl other small neighborhood bars have, a pool table , juke box , a few video games and a closeness among its reg­ ulars. But the Ferry Cafe has one thing no other establishment in Fair Haven or New Bedford can claim-Vivian Fran- Mrs. Francis outside her cafe. cis-and she has a heart as big as a fishing boat, according to striking SIU fishermen. It's cold, bone-chilling cold, this time of year in New England. It's not the best of season� to walk a picket line. ' 'I 'd look out that window and I couldn ' t stand it," Mrs . Francis said. So she opened up her cafe. Not only that, but she began to make good , hot soup and provide coffee for the strik­ ing fishermen. "They'd come in and suck up the heat, get a bellyful of soup. Sometimes I'd pour them a glass of beer. I know their pockets are empty , " she said. The Ferry Cafe became a gathering spot for striking fishermen and Sea­ farers in town to help the strikers. The warmth, the soup and the companion­ ship provided some relief from the long hours in the cold. Mrs. Francis said some days the money in her cash register didn' t cover the costs of the supplies for the soup and coffee. ,, 'Tm just being human, - she said, "These people are my customers, my friends, in good and bad times. You've got to give something back to people. I have a lot of kids and would like to think that someone's helping them when they need it," she said. "oup a1 1ne rerry vare Alfred Benoit, Mrs . Francis' son­ in-law, is an S I U fisherman. Her son , Steven A . Francis, sailed as a second engineer for MEBA-2 for several years until he was murdered last year. She has a long history of helping people in need. Several years ago she opened her house to kids in trouble with the law, kids with drug problems , kids nobody else could help . "They never burnt me. People told me, 'They ' re going to rip you off. You' re going to have trouble . ' But I didn't. I think if you treat people right, they'll treat you right too. To me, these are still kids , " she said surveying the two dozen fishermen and Seafarers in her bar. settled, Mrs . Francis knows there will be some time needed for healing. Like all strikes, this one has divided people, and that divi sion has to be healed. " I believe in what they're striking for. I know a lot of the guys have some hard feelings. But I won' t allow it in this bar. They're all my customers and they will have to get along in here , ' ' she said. Mrs. Francis has a way about her, people will get along in the Ferry Cafe. Because of her help, striking fish­ ermen got together last month and presented Mrs. Francis with a ship ' s wheel . The plaque read : "To Mrs. Vivian Francis, From All Union Fishermen. Your help and support during our long strike has been an i nspiration to all of us. We thank you from the bottom of our hearts . " When the New Bedford dispute is Bosun Upgrading Committee The wheel presented to Mrs. Francis. Don ' t Miss Your Chance to Improve Your Skills How ? SHLSS has self-study materials in many areas . Upon your req uest; SHLSS will send them to you to study in your spare time . You can use these skills : * on your j ob . * to improve your skills for upgrading. * to further your education . Please send me the area(s) checked below : MA TH Fractions Decimals Percents Algebra Geometry Trigonometry The Seafarers Bosuns Recertification Selection Committee met at SIU headquarters in Camp Springs, Md. in January to select 1 2 bosuns for the next recertification program. From left, hard at work, are Seafarers John Japper, Dolph Holm and C.D. Florous. Bill Could I mprove Worker Safety Landmark worker safety legislation has been introduced in the Senate that would assure workers would be notified about hazardou s substances in the Stafford workplace. Sen . Howard Metzenbaum (D-Ohio) and Sen. Robert (R-Vt . ) are lobbying for support of the bil l , S . 2050. If passed, the legislation could save the lives of thousands of workers who die each year from exposure to harmful substances . The bill also gives incentives to businesses that provide healthy work environments. According to AFL­ CIO reports, the bill is fastly gaining support on Capitol Hil l . "A Careless Word . . " The Jrd edition of this remarkable record of merchant ships and seamen lost in World War II is now available. Captain Arthur R. Moore has added names of ships and men and POWs, and there are additional photograph s making this a valuable research book for all who sailed during World War I I . ( Plane) ( Sph eri cal ) D D D D D D D D ENGLISH: Writing Skills Grammar Books D Writing Letters B usi ness SOCIAL STUDIES Geography U . S . History Economics Political Science STUD Y SKILLS Listening Skills How To Improve Your Memory How To Use Textbooks Study Habits Test Anxiety Test Taking Tactics Stress Management D D D D D - Notetaking Know-How COMMUNICA TION SKILLS Tax Tips for Seafarers Basic Metrics D D D D D D D D D I] D Name Street City _ _ _ _ _ _ Book No . Department Sailing In State _ _ _ _ _ _ _ Zip _ _ _ _ _ _ Social Security No . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Cut out this coupon and mail to : Adult Education Department Seafarers Harry Lundeberg School of Seamanship Piney Point, Maryland 20674 Send it toda ! March 1 986 I LOG I 29 ��ummary Annua1 Hepon 1-or Seafarers Vacation · Plan This is a summary of the annual report of Seafarers Vacation Plan, I.D. No. 1 35602047 for Jan. I . 1 983 to Dec. 3 1 , 1983. The annual report has been filed with the Internal Revenue Service, as required under the Employee Retirement Income Security Act of 1 974 (ERISA). Basic Financial Statement The value of Plan assets after subtracting liabilities of the Plan, was $802,709 as of Jan. l , 1983 compared to $588,922 as of Dec. 3 1 , 1983. During the Plan year the Plan experienced a decrease in its net assets of $2 1 3 , 787. This included unrealized appreciation and depreciation in the value of Plan assets ; that is, the difference between the value of the assets at the end of the year as compared to the value of the assets at the beginning of the year, or the cost of assets acquired during the year. During the Plan year, the Plan had total income of $36,941 ,424 including employer contributions of $36,078,608, and earnings from investments of $862,816. Plan expenses were $37 , l 55 ,2 l l and are comprised of three classes of expenses: ( l ) Vacation benefit expenses of $33,915 ,682, (2) Administrative expenses of $3,069 , 162 and (3) Other expenses of $ 1 70,367. The Vacation benefit expenses included benefits of $3 l ,753,530, payroll taxes on vacation benefits of$2 , l 62 , l 52 . Administrative expenses were comprised of salaries, fees, and commissions, provisions for reserving those .:ontributions that are doubtful of collection and other general administrative expenses. nas1c .r 1nanc1a1 �1a1emen1 The value of Plan assets, after subtracting liabilities of the Plan, was $7,935,750 as of June 30, 1 983, compared to $6. 1 94,53 1 as of July 1 , 1 982. During the Plan year, the Plan experienced an increase in its net assets of $ 1 ,74 1 ,2 1 9. This increase included unrealized appreciation or depreciation in the value of Plan assets ; that is, the difference between the value of the Plan's assets at the end of the year and the value of the Plan assets at the beginning of the year, or the cost of assets acquired during the year. The Plan had total income of $2,553,826, including employer contributions of $769,849 and earnings from investments of $ 1 ,783,977. Plan expenses were $8 1 2 ,607 . These expenses included $680,85 1 in benefits paid to participants and beneficiaries ; $9 1 ,320 in administrative expenses, and $40,436 for fees, insurance premiums and other such expenses. Summary Annual Report for GLT&D Pension Plan This is a summary of the Annual report of Great Lakes Tug & Dredge Pension Plan, l.D. Number 1 3- 1 953878, for Jan. 1 , 1 983 to Dec. 3 1 , 1 983. The annual report has been filed with the Internal Revenue Service, as required under the Employee Retirement Income Security Act of 1974 (ERISA) . Basic Financial Statement Summary Annual Report For Seafarers Welfare Plan This is a summary of the Annual Report of Seafarers Welfare Plan, l . D . # 1 3-5557534 for Jan. l , 1 983 to Dec. 3 1 , 1 983. The Annual Report has been filed with the Internal Revenue Service , as required under the Employee Retirement Income Security Act of 1974 (ERISA). Basic Financial Statement The value of Plan assets, after subtracting liabilities of the Plan, was ($1 8,020,088) as of Dec. 3 1 , 1983 compared to ($ 1 2 , 1 10,625) as of Dec. 3 1 , 1 982. During the Plan year, the Plan experienced a decrease in its net assets of $5 ,909,463 . This decrease included unrealized appreciation and depreciation in the value of Plan assets; that is, the difference between the value of the Plan's assets at the end of the year as compared to the value of the assets at the beginning of the year or the cost of assets acquired during the year. During the Plan year, the Plan had total income of $24,304,735 including employer contributions of $23,896,298 and earnings from investments of $40 1 ,4 l l . Plan expenses were $30,2 1 4 , 1 98 and are comprised of three classes of expenses ( 1 ) Welfare Benefit expenses of $25,427,794, (2) Administrative expenses of $3,295,834, and (3) Other expenses of $ 1 ,490,570 (i . e . , professional fees, travel , Trustee meetings, etc . ) . Summary Annual Report For Seafarers Pension Plan This is a summary of the annual report of Seafarers Pension Plan I . D . # 1 3-6 100329 for Jan. l , 1 983 to Dec. 3 1 , 1 983. The annual report has been filed with the Internal Revenue Service, as required under the Employee Retirement Income Security Act of 1974 (ERISA). Basic Financial Statement The value of Plan assets, after subtracting liabilities of the Plan, was $245,369,073 as of Jan. 1 , 1983 compared to $265 ,2%,340 as of Dec. 3 1 , 1983. During the Plan year, the Plan experienced an increase in its net assets of $19,927,267. This included unrealized appreciation and depreciation in the value of Plan assets; that is, the difference between the value of the Plan assets at the end of the year and the value of the assets at the beginning of the year or the costs of assets acquired during the year. During the year, the Plan had total income of $36,7 1 3 ,857, including employer contributions of $ 1 4,224,29 1 , and earnings from investments of $22,489,566. Plan expenses were $ 16,786,590 and are comprised of two types: ( I ) Benefit Expenses of $ 1 5 ,066,846 and (2) Administrative Expenses of $ 1 ,7 1 9,744. The $ 1 6,786,590 Pension Benefit payments were made directly to participants or their beneficiaries. Administrative expenses were comprised of salaries , fees, and comissions, fid uciary insurance premiums and general administrative expenses. Summary Annual Report for MCS-AFL-PMA Supplementary Pension Trust Fun d This is a summary of the annual report for MCS-AFL-PMA Supplementary Pension Trust Fund, 5 1 -6097856, for the year ended June 30, 1 983. The annual report has been filed with the Internal Revenue Service, as required under the Employee Retirement Income Security Act of 1 974 (ERISA). 30 I LOG I March 1 986 The value of Plan assets , after subtracting liabilities of the Plan, was $7 ,256,230 as of Jan. 1 , 1983, compared to $7,%3,725 as of Dec. 3 1 , 1983. During the year the Plan experienced an increase in its net asset of $707,495 . This included unrealized appreciation and depreciation in the value of Plan assets: that is the difference between the value of the Plan's assets as of the end of the year as compared to the value of the assets at the beginning of the year, or the cost of assets acquired during the year. During the Plan year, the Plan had total income of $ 1 , 1 27,674 including employer contributions of $273 ,042 and earnings from investments of $854,632. Plan expenses were $420, 1 79 and are comprised of two types: ( 1 ) Pension benefit expenses of $295 ,416 paid directly to participants or their beneficiaries; and (2) Administrative expenses of $ 1 24,763 which are comprised of salaries, fees, and commissions, fiduciary insurance premiums and general administrative expenses. Your Rights to Additional Information You have the right to receive a copy of the full annual report, or any part thereof, on request. The items listed below are included in that report: 1 . An accountant's report. 2. Assets held for investment. To obtain a copy of the full annual report , or any part thereof, write or call the office of Mr. Al Jensen, 520 1 Auth Way , Camp Springs, Md. 20746. The charge to cover copying costs will be $ 1 .00 for the full annual report, or $0. 1 0 per page for any part thereof. You also have the right to receive from the Plan administrator, on request and at no charge , a statement of the assets and liabilities of the Plan and accompanying notes, or a statement of income and expenses of the Plan and accompanying notes, or both. If you request a copy of the full annual report from the Plan administrator, these two statements and accompanying notes will be included as part of that report. The charge to cover copying costs given above does not include a charge for the copying of these portions of the report because these portions are furnished without charge . You also have the right to examine the annual report at the main office of the Plan, 5 1 02 Auth Way, Camp Springs, Md . 20746. and at the U . S . Department of Labor in Washington , D.C. , or to obtain a copy from the U . S . Department of Labor upon payment of copying costs . Request to the Department should be addressed to Public Disclosure Room N4677. Pension and Welfare Benefit Programs, U . S . Department of Labor, 200 Constitution Ave . , N . W . , Washington , D.C. 202 16. President's Report (Continued from Page 2.) 15.705: Watches The SIU strongly opposes the Coast Guard ' s interpretation of this provision of law (46 U . S . C . 8 1 04). We believe that the literal language of the statute should dictate the interpretation and meaning of the statute. In this case. the Coast Guard has l iberall y interpreted the watchstanding law The SIU takes exception to the Coast Guard' s interpretation of 46 U . S . C 8 104 that the establishment of "adequate watches is the respon sibility of the vessel's master. " Congress has delegated the responsibility to the Coast Guard to promote safety of life and property at sea. It i s the Coast Guard ' s responsibility to set deck and engine watch determinations . This responsibility should not be imposed on the master of a vesse l . In reviewing this provision further, it becomes apparent that the Coast Guard intends to drop the three-watch system requirement for uninspected towing vessels between 1 00 and 1 600 gross tons on all voyages over 600 miles whether ocean or near coastal . The SI U is adamantly opposed to this proposal . Operators of these vessels should be required to conform to the three-watch system on voyages of 600 miles or more. Again, the Coast Guard should literally interpret 46 U . S . C . 8 1 04(g) . We continue to believe that the Coast Guard' s interpretation of the statute which concludes that uninspected tugboats (Continued on Page 31.) �� l'VOtU�I ll \::> nt:J.JUI l (c.tinued from Page 30.) . - - - - - - - - -.1 --- r ----,-- - ----�-.,; ... __.._ ·· ---&&&&a.A___ ..,. "lll'·Y.ta.a �" f1'"U in this compl e x undertakfug . The SIU ·.requests YOW' favorable ·attettt-ion to modifying the proposed regulation to reflect our concerns . Furthermore , if the need should arise, we would like to reserve the opportunity to submit additional thoughts on this important issue if the comment period is extended . are subject to a two-watch rather than a three-watch system was the result of flawed reasoning and an unfortunate disregard for safety. Our primary reason for supporting the three-watch system is, and always has been, safety. We continue to believe that the two-watch system creates unacceptable hazards due to fatigue, which jeopardizes the safety of the crew and the vessel itself. Very truly yours, Frank Drozak President 15.720: Use of Non-U.S. Licensed and/or Documented Personnel Overseas House Restores Academies ' Funds The SIU recommends that when time permits, competent personnel with Coast Guard validation should be sent from the United States overseas to fill vacancies. Employment of non- U . S . documented personnel should only be a measure of last resort . 15.130: Language Requirements We agree with the Coast Guard that crews on U . S .-ftag vessels must be able to underst�d any order spoken by the officers. Misinterpretation of an order can certainly cause injury or lead to a malfunction of the vesse l . To that end , it would be prudent for the Coast Guard to devise a simple language examination that would attest to a crewmember' s ability of holding and understanding a reasonable conversation . 1 5.855: Lookouts The S I U would object to a helmsman assigned to the wheel to also be a lookout . LS .860: Cabin Watchmen and Fire Patrolmen The SIU recommends that the Coast Guard determine in advance the number of watchmen needed to guard against and give alarm in case of fire or other dangers on passenger vessel s . A " suitable number" as decided by the captain or person in charge is too vague. Manning determinations are the responsibility of t he Coast G uard . · Last mont h , the axe of Gramm­ Rudman came within a hairsbreadth of fe l ling federal aid for six maritime academies and ending 100 years of federally financed educational pro­ gram s for the nation 's future reserve of maritime officers . The House Merchant Marine Sub­ committee, however, reversed the line item in the Maritime Administration' s (Marad) fiscal '87 budget. Left standing. the Marad budget would have all but eliminated federal aid for the following maritime instituti ons: the California Maritime Academy, Maine Maritime Academy. Massachusetts Maritime Academy , State U niversity ofNew York Maritime College. Texas Maritime Col­ lege , Texas A&M U niverisity, Great Lakes Maritime Academy and North­ western Michi gan College. The Seafarers Harry Lundeberg School of Seamanship, which does not receive federal aid, would not have been affected, according to SHLSS Vice President Ken Conklin. In considering the proposed cuts , Mario B iaggi (D-N . Y . ) , who is also chairman of the House Merchant Ma­ rine Subcommittee, said th e loss of aid that was to provide stipends to students and lump sum aid to each of the six institutions was a ' ' major policy change that would have been unac­ ceptab le . " A s an alternative to the proposed $ 1 1 million in cuts that would have left just $ 1 mil lion remai ning for cadet training, the subcommittee was able to allot $9 million in federal aid in open rejection of the administration's budget policies. 15.865: Maintenance Persons Considering the necessi ty of maintaining vessels. their equipment . and machinery while vessels are underway at sea. the S I U concurs with the concept of establishing this new rating. Vessels which are actually floating industrial plants should be staffed with sufficient manpower to ensure their maintenance and continued smooth operation . The consequences of serious malfunctions due to deterioration of the physical plant carry potentially life-threatening consequences. Therefore, the SIU concurs with the concept of establishing a new rating, the maintenance person . However, this rating should not in any way replace ' the watchstanding duties of the AB . Further, the SIU recommends that this rating be above that of the entry level. In addition to maintenance duties, these individuals should be utilized for docking and undocking procedures and again should in no way be utilized to replace the AB in watchstanding duties. In addition, we support a distinction being made between deck and engine maintenance persons . The SIU further recommends that before the Coast Guard issues a final rule. its provision on the new rating incorporate a more comprehensive description of this individual , stipulating specific qualifications, duties and responsibilities, training requirements, etc . to assure properly trained personnel to perform expected duties. At the present time , the provision lacks these prerequisites. WH EN YOU BUY YOU R EASTER BONN ET- ( � Offshore Drilling Units The SIU has reviewed with interest CGD 8 1 -059a dealing with the Licensing of Offi cers and Operators fo r Mobile Offshore Drilling U nits and the manning of these vessels . Generally, the SIU strongly d i sagrees with the Coast Guard ' s c on tenti on on which the proposed regulation is based that there exist "unique conditions in the offshore drilling industry" which necessitate " ' licenses adapted to the unique operations associated with mobi le offshore drilling units . " The S I U rei terates its adamant position that mobile rigs. which are by definition " vessels , " operate in a hazardous industry and environment and should be regulated and treated as traditional U . S . - flag oceangoing merchant vessels and their crews . Requiring merchant marine documents for personnel in the offshore drilling unit . as called for in the proposed regulation . is indeed a step in the right directi o n . Further, i t is the position o f the S I U that the marine watchstanding crew of a mobile offshore drilling unit should meet the same standards and criteria and have the same training as crews aboard traditional U . S . -flag vessels . The fact that a drilling rig is stationary for periods of time in no way removes this obligation particularly as these skills would be required to get a crew safely off in an emergency. The lack of seamanship skills and training can be directly l inked to loss of life in t hese case s . The S I U urges the Coast Guard t o issue licenses and certificates of endorsement based on standards and requirements that are identical to and parallel those required in Coast Guard Certificates of Inspection covering the operation of oceangoing U . S . -flag vessels. as these vessels are vessels in every ;;en.se of the word . �� � / (/ B E S U R E TH E U NION LABEL' S ON IT March 1 986 I L O G /. 31 - �Maren �Ieepea 1n Marmme M1s1ory Furuseth, Lundeberg Birthdays and Seamen 's Act Mark Historic Month in Seafaring Labor Movement by Dorothy Re March is a memorable month for Seafarers . Andrew Furuseth was born March 1 2 , 1 854. Harry Lundeberg was born March 2 5 , 1 90 1 , and the Sea­ men ' s Act was signed by President Woodrow Wilson M arch 4, 1 9 1 5 . The history of the seamen's move­ ment is one of the more colorful in all of labor history, and these two men were giants in that history. Andrew Furuseth brought the sailors of sailing ships out of slavery and medieval con­ ditions and was responsible for the earliest legislation for seamen' s rights . Harry Lundeberg followed Furuseth' s lead and brought seafarers through the strikes and bitter conflicts of the ' 30s toward a stronger coalition of all re­ lated unions of the maritime industry into the ' 50s. ANDREW FURUSETH Liberator of the American sailor and untiring worker for better conditions for seamen the world over, Andrew Furuseth ( 1 854-1 938) continues to re­ ceive honors and accolades . In 1983 he was inducted into the National Maritime Hall of Fame at Kings Point, N . Y. He has been called ' 'The Lincoln of the Sea . " Andrew Fur uset h From his humble beginnings in Nor­ way, Furuseth rose to prominence in Washington circles and led the way toward dealing with problems that faced seamen and their unions by taking them straight to Congress. Andrew Furuseth was born in Fu­ ruseth, Norway . Children were named for the town in which they were born in those days. He came from a poor farming family with several children and, as was also the custom then , he was sent to another farmer to be raised. This man saw his potential and sent him to school. He studied very hard and learned to speak several lan­ guages . He became a translator and at 19 decided to go to sea. Since he spoke English as well as German, Dutch, French and Norwe­ gian , he shipped out on ships of many flags . Furuseth was appalled by the conditions aboard ships and the treat­ ment of sailors. When he was sailing 32 / LOG I March 1 986 Harry Lundeberg (top center) talks to white-capped SUP members around 1940 after a waterfront confrontation. up the West Coast he jumped ship in Oregon but was chased and treed by bloodhounds. When he landed in San Francisco he was able to leave the ship. After that he decided to stay close to shore and work for better conditions for sailors. It was the be­ ginning of a long fight that ended only with his death . He sailed occasionally and was on a fishing vessel when the Coast Sea­ men ' s Union was formed in 1 884. He joined it shortly after that, in 1 885 , and was a leading force in this early union which became the Sailor's Union of the Pacific. He also worked toward the formation of the National Sea­ men' s Union , and when it changed its name to the International Seamen' s Union , he became i t s first president. The ISU was later threatened by factions within and the N M U , and toward the end of his life the S U P was expelled from the I S U . This was more than Furuseth could stand , and al­ though he was not implicated in these dealings , he was greatly affected . He had presided over the Convention of 1 934 and was brokenhearted by the results : The shock was too much and he died shortly after. Furuseth was responsible for the passage of the Maguire Act of 1 896 , t h e first legislation t o free sailors from bondage , and the White Act of 1 898 . Now sailors could leave their ships in the U . S . A . and in foreign ports with­ out being imprisoned. Flogging was also forbidden, but Furuseth felt that these early bills were not enough. In 1 909 Furuseth approached Sen . Robert LaFollette about the plight of seamen. LaFollette's first reaction was that Lincoln had freed the slaves , but Furuseth soon convinced him that this was not so and that seamen were still enslaved. Soon they were working together and formulated the Seamen's Act , presenting it to Congress in 1 9 1 2 . I t passed the House and Senate, but President Taft. pressured by foreign governments, vetoed it . It was not until 1 9 1 5 that the Seamen' s Act be­ came law through the perseverence of these two men, LaFollette and Furu­ seth. When the Seamen' s Act was finally signed into law by President Wilson on March 4, 1 9 1 5 , LaFollette told Furuseth and the SUP, "March 4th is your Emancipation Day . " And he said that they were , at last, "free men under the Constitution of your coun­ try . " He described Furuseth' s work as " . . . this heroic struggle for human liberty . ' ' Furuseth used The Coast Seamen 's Journal to take his message to the sailors and to the public. In it were featured articles on specific instances of cruelty and death to seamen. These stories were printed as long as the paper was in existence. I n 1 895, the " Red Report, " a pamphlet telling of these atrocities, was published through Furuseth' s efforts . He made certain that this pamphlet was on the desks of all the congressmen involved in the passing of the Maguire Act. In those days the red stood for the blood shed by seamen over the years and had nothing to do with Communism ; that came later. The Seamen' s Act of 1 9 1 5 came 3 5 years after Furuseth made his decision to do something about the inhuman conditions that sailors lived under. Throughout his life , even after he be­ came the head of the union, Furuseth never had elaborate accommodations. He lived as closely as possible to the simple life of a sailor and only accepted a salary equal to that of a sailor's pay. One room and a few amenities were all he allowed himself. These qualities, plus his tireless work for seamen' s rights, prompted people to call him a saint. He was called "The Patron Saint of Seamen , " and " Saint Andrew of Sailors . " However, Hy­ man Weintraub, who wrote his defin­ itive biography of Furuseth in 1959, says that he did not uncover a saint, but that, "It became more important to use Andrew Furuseth as a symbol for thousands of labor leaders who led their people out of bondage , than to prove that labor had its share of saints. " What Weintraub found as he explored this character was "a very worldly person who made enemies, mistakes and history . " Furuseth had a way with words. When threatened with imprisonment, when the SUP violated a court injunc­ tion, he said his oft quoted lines: "You can put me in jail but you cannot give me narrower quarters than as a seaman I have always bad. You cannot give me coarser food than I have always eaten. You cannot make me lonelier than I have always been." He became an orator and wrote tirelessly for The Coast Seamen's Journal. He also wrote flyers, tracts and petitions presented to Congress, anything that was needed to further the cause. One of the prize possessions of the Archives at the Paul Hall Me­ morial Library at SHLSS at Piney Point, Md. , is a collection of hand­ written minutes of the early meetings of the Coast Seamen's Union of the late 1 880s. These were written by Furuseth in the style typical of those times with flo urishes and swirls. Furuseth died in Washington, D.C. where he had worked so hard and so long a time for the benefit of seamen. He was given a rare honor accorded to no other labor leader. He lay in state in the auditorium of the Labor Department at the request of Frances Perkins , then Secretary of Labor un­ der President Franklin D. Roosevelt. And y , as he was affectionately called by many of his colleagues, was a crusader in the style of Don Quixote. He rode into battle against great odds with his banner held high and his lance (his pen) held higher. As he wrote to educate Congress, so he wrote for the seamen. One of his most brilliant pam­ phlets is entitled " Work i s Worship," and another of his quotable quotes is, " Skilled men are better than the best machinery . ' ' Probably the best judgments of men are made by those who knew them. Such a man was Silas B. Axtell, who became a lawyer for the SUP and worked with Furuseth for many years. He ended an article, written for the American Federationist in 1 948, with the following. "I knew Andy Furu­ seth . I have read Christ and Lincoln. To compare them all makes life con­ tinuous to me. Andy revered them and I revere them all as sons of God. In time we will all , seamen and landsmen alike, remember their birthdays , De­ cember 25 , February 1 2 and March 12." HARRY LUNDEBERG When Harry Lundeberg died 29 years ago, every newspaper in San Fran­ cisco had his obituary on the front (Continued on Page 33.) �Seafarers Welfare Report Have a Problem with Alcohol or Drugs? Everyone is very much aware of how medical costs are rising. Your Union is continually reviewing the needs of participants of the Seafarers Plans and the expenses involved in providing for these needs. The less waste there is, the more money we will have to provide more benefit s. During the last several years, a number of new programs were put into effect to safeguard your fund. One of these programs is the medicaJ audit program. Very large hospital and surgery bills are reviewed by our medical audit staff. This review has resulted in reducing medical charges and has saved the Plan a great deal of money . It isn't possible to audit every hospital bill that is submitted to the Plan, so we amended the Plan to include a provision which will reward our members who look over their hospital bills before submitting them as a claim to the Seafarers Welfare Plan. If you find unjustified charges-charges you feel are too high , or charges for services you did not receive-and succeed in getting that bill reduced, you will receive a ' 'bonus check" for 25 percent of the amount that was deducted from the hospital bill. The SIU Welfare Department can provide you with the details about this benefit. * * Six Reasons to Get Help Here are six reasons to make use of the Seafarers Alcohol and Drug Abuse Center. 1 . Your Health-Chronic alcohol and drug abuse can lead to memory loss, brain damage , liver disease , even death. Many times the abuser is not even aware of the extent of the damage until it is too late . 2. Your Family-A ccording to statistics released by the New York City Department of Drug and Alcohol Abuse, 63 percent of all alcoholics were brought up in families where one or both of the parents had serious problems with alcohol. By coming to grips with your problems with drug and alcohol, you will be setting a positive example for your children. 3. Your Shipmates-Working onboard ship can be dangerous. The only way to prevent accidents is to be alert. You are no good to yourself or your shipmates if you show up at work drunk or stoned. 4. Your Job Security-At present, one-third of all jobs available to S I U members are onboard military vessels, many o f which require drug testing. Within five years, one-half of all jobs available to SIU members will be onboard these vessels. Any member who fools around with drugs and is caught is jeopardizing his own job security. 5. Your Union-The S I U is one of the few maritime unions to create new job openings for its members during these difficult times. Over the past two years, the SIU has created several hundred new job openings for its members. Our Union was only able to do this because maritime people equate the SIU name with quality . By showing up drunk or by testing positive for drugs, a member is tarnishing the SIU name and threatening the job security of his fellow workers . 6. Your Self-Respect-There is no sin in having problems with drugs or alcohol. Millions of Americans abuse both. However, if you are aware of your problem and do nothing to correct it, then that is another matter. As a member of the Seafarers Union you have the tools to regain your sobriety or to become drug-free. If you think that you'd like to make use of the Union' s facilities at Valley Lee, Md . , talk to your Union Repre­ sentative. * During the SIU Crews Conferences in June 1 984 , a suggestion was made to investigate the possibilities of using " Preferred Provider Organizations" in an effort to get better medical services for our membership. We are very happy to report that our PPO in Seattle is doing exceptionally well. Members are choosing the Virginia Mason Clinic for their physicals as well as routine health care for themselves and their dependents. Participants who have received treatment at the Seattle PPO have reported that they are getting excellent care. Our members are now getting treated with the respect they deserve when you consider the expenditures that are made for health care . Members are also able to take advantage of the clinic ' s learning center to learn how to manage the disease of diabetes and other illnesses. Negotiations are ongoing to open up PPO facilities in other areas of the nation where we have a concentration of members. An article in the November 1 985 LOG explained the PPO program and how it works. * * * A few reminders . If you have a question regarding a claim, you can call the SIU Welfare Department toll free. That number is 1-800-345-21 1 2 . The telephone number t o call i f you didn't receive your W-2 is 301-8990675, extension 210. If you didn't get your W-2 , it's because the address we have on file is incorrect. Clip out the address form on page 44 of the February LOG and send it in so we can update your records. ------ (Continued from Page 32.) page. Lundeberg was a front-page man most of his career as leader of the seafarers on the West Coast, The Sail­ or's Union of the Pacific. He was only 56 when he had a fatal heart attack on Jan . 28 , 1957. Lundeberg was born March 25 , 190 1 in Oslo, Norway. He was a Norwegian American as was Andrew Furuseth . Both men were of the Viking heritage of the sea. As his father and three brothers had done , Lundeberg became a sailor at an early age when he sailed on the lofty three-masted schooners. During WWI he sailed on English nitro ships which were torpedoed out from under him on several occasions. He first became Seattle port agent where he led a bloody battle and turned a strike into a power play for maritime labor. He then became secretary­ treasurer, the highest office at that time , succeeding Andrew Furuseth . That was i n 1936. H e served as pres­ ident of the SUP and the S I UNA until his death. Lundeberg was the leader who pulled the SUP up by its bootstraps when it was floundering within the ISU , and he organized the SIUNA to keep re­ lated u:-!ions close together. He fol­ lowed Furuseth' s lead and took the legislative fight to Washington. It was Harry Lundeberg who began the tradition of the white cap or "Lun­ deberg ' s stetson" as it was called . I n the middle o f the turmoil o f the West Coast strikes , 1 936-38, he needed to know how many men he had in the sea of faces in front of him. The famous Historic Month picture shows him making one of his waterfront speeches. It is a part of the Maritime Exhibit at the National Mu­ seum of American History of the Smithsonian Institution in Washing­ ton, D . C . Lundeberg was a fierce fo e o f Joe Curran, the early leader of the Na­ tional Maritime Union. The NMU was part of the old CIO while the SUP belonged to the AFL, as did the S I U . The battles between the groups were marked by bitter charges of commu­ nist influence , company domination and lack of democracy . In those days the communist issue, real or imagined, was a major factor in the fights be­ tween the unions. " We kicked out those 80 commies right away , but the rats kept sniping at us all the time . Those were the days when commies were first class citizens and we were scum , " Lundeberg said. Lundeberg said one time he was "proud" of the broken jaw he received in a confrontation ' 'with the com­ mies . " I n addition to Curran, Lundeberg and West Coast longshoreman leader Harry Bridges had years of a running battle. But the SUP leader won an ironic personal victory when he mar­ ried Bridges' secretary . In the 1950s Harry Lundeberg turned down the job of U . S . Secretary of Labor during the first Eisenhower administration. His only wish was to remain in the maritime labor move­ ment. George Killian, president of the American Presidential Line s , said of him, " Whenever Harry Lundeberg gave his word he kept it to the let­ ter . . . . Through many a collective bargaining crisis, I never needed a written document to support a com­ mitment by Mr. Lundeberg on behalf of his sailors . " · Lundeberg was also a champion of the heritage of the sea. In 1 980, Karl Kortum, the curator of the National Maritime Museum in San Francisco, wrote an article in Sea History and credited Harry Lundeberg with saving the Cape Horn square-rigger, Balclu­ tha , not once but three times . He had sailed on the Oakland and knew the value of such a ship. The Balclutha is preserved at the museum in San Fran­ cisco and still sails under the Golden Gate Bridge. A tribute to Lundeberg three years after his death reads very much as one might today . " Secretary Morris Weis­ berger told the regular meeting that the work done by Lundeberg has served the U nion well for the difficult days we face. Decreasing employment, caused by runaway-flag ships and for­ eign competition , require the Union to maintain a sharp watch on the industry . . . . The SUP secretary pointed out only a few of the important issues facing this U nion are the new state and federal laws, hiring hall is­ sues, development of medical clinics and need for closer cooperation with affiliated unions on both coasts . . . . ' ' Lundeberg was the victor i n every­ thing he undertook. It is a fitting tribute that the school of seamanship at Piney Point was named for him. His white caps are still the symbol of the SIU. His place in the history of maritime unions and in the history of the United States is undisputed. He will live on in the hearts and minds of men of the sea and the brave men who fought for and continue to fight for better con­ ditions for seafarers . THE SEAMEN'S ACT OF 1915 One of the more important aspects of this act was that it opened the U . S . courts to sailors without any payment of fees , and " Congress directed the president to abrogate all treaties with foreign nations. " This :;tatement comes from the writings of Silas B . Axtell , a lawyer and co-worker of Furuseth. The Seamen' s Act did away with pre-payment of wages or "crimping . " This practice was widespread prior to 1 9 1 5 . There were notorious villains, boardinghouse operators , who took money from sailors or " shanghaied" them aboard ships. The Seamen's Act further guaran­ teed sailors the right to leave ships at any port and to collect half of their wages . It further prevented floggings, insured that sailors had fresh food, and water, clean accommodations and generally raised the status of sailors from subhuman to respectable. While some of these problems con­ tinued to be the concern of maritime unions during the years that followed, it was the Seamen's Act that brought the terrible conditions that existed to the attention of the Congres s of the United States . March 1 986 I LOG I 33 �Pensioner Clifford Benjamin "C.B." Allen , 62 , died of kidney failure in Baltimore City, Md. on March 20, 1 985 . Brother Clifford joined the SIU­ merged Marine Cooks and Stewards Union in the port of San Francisco in 1 955 sailing as a chief cook. He first sailed on the West Coast in 1 946 . Seafarer Allen was a veteran of the U . S . Armed Forces . Born in Rich­ mon_d, Va. , he was a resident of Bal­ timore . Burial was in the Maryland National Cemetery, Laurel . Surviving are his widow, Florencia and a daugh­ ter, Belvie. James Eddie Brown Sr. , 6 1 , died on Feb. 9. Brother Brown joined the SIU in the port of Jacksonville in 1 97 1 sailing as an oiler. He was born in Flor­ ida and was a resi­ dent of Jacksonville. Surviving are his widow , Nadine and his mother, Mamie of Jacksonville. Pensioner Louis Orlando "Buck" Es­ trada, 74, passed away from cancer at home in Tickfaw, La. on Dec . 20, 1 985 . Brother Estrada joined the SIU in the -..-11r port of New Orleans in 1 954 sailing in both the steward and deck departments. He hit the bricks in the 1 965 Chicago (Ill . ) Taxi beef and attended a Piney Point educational conference workshop . Seafarer Es­ trada was a veteran of the U . S . Marine Corps during World War II. A native of Guatemala, he was a naturalized U . S . citizen. Burial was in the Garden of Memories Cemetery , Metairie , La. Marcel Frayle Jr. , 49, died on Feb. 7. B rother Frayle joined the SIU in the port of New Orleans in 1 %0 sailing as an AB . He was a resident of Chal­ mette , La. Surviving are his widow Edith and his motlier, Pamela of Ne� Orleans . farer McDonald was born in Massa­ chusetts and was a resident of Way­ land, Mass . Surviving is his sister, Leah Follis of Wayland. . Pensioner James Flanagan Camillus Jr. , 7 5 , passed away from a heart attack in the Allenbrook Nursing Home, Baytown , Texas on Jan. 17. Brother Flanagan joined the . SIU in 1 946 in the port of New York sailing as an AB. He walked the picket line in the 1 946 General Maritime beef. Seafarer Flanagan was a veteran of the U . S . Army during World War I I . Born i n New York City, h e was a resident of Baytown. Interment was in the San Jacinto Park Cemetery , Harris, Texas. Surviving is his brother, Alexander of New York. · Pensioner Johnnie Rufus Holladay , 65 , succumbed to heart failure in the Providence Hospital , Mo­ . bile on Dec. 24, 1985. Brother Holladay joined the SIU in 1 948 in the port of Mobile sailing as a cook. He was a veteran of the U . S . Coast Guard in World War I I . Seafarer Holladay was born in Greenville, Ala. and was a resident of Mobile. Burial was in the Pine Crest Cemetery, Mobile . Surviv­ ing are his widow, Eula and his mother, Frances of Summerdale, Ala. · ._ , he was a resident of Brooklyn. Inter­ ment was in the Pinelawn ( N . Y . ) Park Cemetery. Surviving are his widow, Melido and a son, Juan. Pensioner Jaime Joseph San­ tiago Rios, 36, died on Dec. 20, 1 985 . Brother Rios joined the SIU following his graduation in l %8 from the Harry Lun­ deberg School of Seamanship Entry Trainee Program , Piney Point , Md. sailing as an AB. He was born in the Bronx, N . Y . and was a resident there . Surviving are his mother, Margarita of the Bronx and his father, Santiago of New York City. Pensioner Joseph Bernard Simmons, 8 1 , passed away on 27, 1 985 . Dec. Harry l\U!!�r, Ellsworth died on Feb. 1 2 . Brother Miller joined the SIU-merged Ma­ rine Cooks and Stewards Union in the port of San Fran­ cisco. He retired on pension in 1 982. Seafarer Miller was a resident of Daly City, Calif. Surviv­ ing is his sister, Edna Ownes of Stone Harbor, N . J . . ;: �-..::; Pensioner Rich­ ard "Rick" Paul Gralicki , 63 , died of a liver ailment at home in San Fran­ cisco on Jan. 20. Brother Gralicki joined the SIU in 1 946 in the port of New York sailing as a cook and A B . H e was o n the picket lines i n the 1 946 General Maritime beef and the 1947 Isthmian strike . Seafarer Gralicki was born in Massachusetts. Cremation took place in the Pleasant Hill Cemetery Crematory, Sebastapol , Conn . , and his ashes were scattered at sea. Sur­ viving are his mother, Katherine of Worcester, Mass. and two sisters, Diana Tashjian of West Hartford, Conn. and Alicia Wolosz, also of Worcester. 'li·;i Brother Simmons joined the SIU in th� port of New York in 1 953 . He was born in Alabama. Surviv­ ing are two sisters, Ruth Pericola and Gladys , both of Poncola, Fla. We�ter Garfield Willialns , 6 l died on ll, Dec . 1985 . ",· Pensioner Esteban Rivera Morales, 70, Charles Edward McDonald, 57, died on Jan. 1 7 . Brother McDonald joined the SIU in the port of B oston, Mass. in 1 97 1 sailing as an AB and wiper. He was a veteran of the U . S . Air passed away from natural causes in the L . I . College Hospi­ tal , Brooklyn, N . Y . on July 7 , 1 98 5 . Morales � Brother F, : joined the SIU in 1946 in the port of New York sailing as a recertified bosun. He graduated from the Union's Recertified Bosuns Program in 1 975 . Seafarer Morales hit the bricks in the 1 96 1 Greater N . Y . Harbor strike and the 1 962 Robin Line beef. Bosun Morales also ' 'helped to Forces during the Korean War. Sea- organize ships . " Born in Puerto Rico, ) Brother Williams joined the SIU in the port of Bostori, Mass. in 1 955 sailing as a recertified chief steward . He gradu­ ated from the Union's Recertified Chief Stewards Program in 1 98 1 . Seafarer Williams also sailed during the Viet­ nam and Korean Wars . Born in Chel­ sea, Mass . , he was a resident of Mo­ bile. Surviving are his widow , Helen, two brothers , Clarence and Norman, and two sisters. Helen Prescott and Ruth Wastikowski. I DON'T BE IZL NEVER vET /.IOOKED/ I CAN llANDlE Jr / DOPEY ••. . • ONE BU�T I AND YOU1RE ON TM E BEAC H FOR I LI FE .I I 34 I LOG I March 1 986 ��Japan after World War II. Seafarer Glennon was born in Wisconsin and is a resident of Bluefield, W. Va. Billie Jenkins, 59, joined the SIU in the port of New York in 1 95 1 sailing as a FOWT-oiler last out of the port of Seattle. Brother Jenkins attended a Piney Point crews edu­ cational conference. He was born in Ashland, Ky. and is a resident of Seattle . Deep Sea Enrique V. Connor, 65 , joined the SIU in the port of New York in 1962 sailing as a cook. Brother Connor last sailed out of the port of San Francisco. He was born in the Philippines and is a resident of San Francisco. Giuseppe Galliano Jr. , 63 , joined the SIU in 1948 in the port of New York. He sailed as a waiter, AB dredge and QMED, last out of the port of New Orleans . Brother Gal­ liano worked on the New Orleans Delta Line shoregang in 1978. He hit the bricks in the 1 946 General Maritime beef. Seafarer Galliano also has secretarial skills and is a veteran of the U . S . Navy during World War I I . Born in Passaic , N .J . , he is a resident of New Or­ leans. George Gordon Glennon, 63 , joined the SIU in 1948 in the port of New York sailing as an AB, last out of the port of New Orleans. Brother Glennon walked the picket lines in both the 1 946 General mar­ itime beef and the 1947 Isthmian strike. He was one of the crew of the first merchant marine oil tanker to discharge cargo in Tokyo Bay , KNOW YOUR RIGHTS • Casimir J. Krowicki, 66, joined the SIU in 1 946 in the port of Galveston, Texas sailing as an AB , last out of the port of Seattle. Brother Krowicki was on the picket lines in the 1 946 General maritime strike and the 1947 Isthmian beef. He also worked as a sprinkler fitter. Sea­ farer Krowicki is a veteran of the U . S . Army during World War I I . A native of Pennsylvania, he re­ sides in Grayland, Wash. Joseph Kumor, 60, joined the SIU in 1945 in the port of New York sailing as a cook . Brother Kumor hit the bricks in the 1946 General maritime, 1947 Isthmian and the 1 948 Wall St. beefs. He is a veteran of the U . S . Army after the Korean War. Kumor was born in Philadel­ phia and is a resident there . for safeguarding the Jack Wong, 65 , joined the S I U in the port of New York in 1965 sailing as a FOWT and chief cook. Brother Wong also worked in the Indian Restaurant , New York City in 1963 . He hit the bricks in the 1 %5 District Council 37 beef. Seafarer Wong is a veteran of the U . S . Navy during World War I I . A native of Shanghai , China, he is a naturalized U . S . citizen and a resident of San Francisco. KNOW YOUR RIG HTS C O N S T I TU T I ON A L R I G H T S A N D O B L I G A ­ TIONS. Copies of t h e S I U const itut ion a r e available in all U n ion halls. A l l m e m hers should obtain copies of t h is m e m bershi p's con stitution so as to fa m i l iar ize themselves w ith its con­ money and U n ion finances. The const itution requires a tents. A n y t i m e you feel any m e m be r or officer is attempt­ detailed audit by Cert i fied P u b l i c Accountants every three - Walter Robert Stewart, 58, joined the SIU in the port of San Francisco in 1 %2 sailing as a GSU. Brother Stewart was born in New York and is a resident of Paradise , Calif. K N O W YOUR R I G H T S FINANCIAL REPORTS. T h e constitutio n of t h e S I U provision Oliver Valle Ortiz, 61 , joined the SIU in the port of New York in 195 1 sailing as an A B . Brother Ortiz last shipped out of the port of San­ turce , P.R. He was also a telephone operator and is a veteran of the U . S . Army in World War II. Sea­ farer Ortiz was born in Puerto Rico and is a resident of Mayaquez, P.R. David Richard Kendrick, 48 , joined the SIU in the port of Baltimore in 1961 sailing as a QMED . Brother Kendrick last sailed out of the port of Seattle. He is a veteran of the U . S . Navy after the Korean War. Born in Chillicotte , Ohio, he is a resident of Seattle. A t lantic, G ul f, Lakes and I n l a n d Waters District m a kes specific Shirley Hope "Nick" Nicholson, 65 , joined the SIU in the port of Norfolk in 195 1 sailing as an A B . Brother Nicholson was a former member of the United Auto Work­ ers Union. He was born in Ports­ mouth, Va. and is a resident Nor­ folk. i n g t o deprive you of any constitutional right or obligation months. which are to be s u b m i tted to the m e m bership by hy a n y methods such as dealing with charges. trials, etc. , the Secretary-Treasurer. A q u arterly fi n ance com m i ttee a s well a s a l l other details. t hen t h e m e m ber s o affected of rank and file m e m bers, elected by the m e mbership. should i m mediately notify headquarters. makes examination each q u a rter o f the fina nces o f the U n ion and reports fully their findings and recommenda­ EQU AL RIGHTS. A l l m e m bers are guaranteed equal tions. M e mbers of this c o m m ittee may m ak e d i ssenting rights i n em ployment and as mem bers of t he S I U . These reports, specific recom mendations and separate findings. rights are clearly set forth in the S I U con stitu tion and i n t h e contracts w h i c h t h e U n ion has negotiated w i t h t he TRUST FUNDS. A l l trust funds of the SIU A tlantic. G u l f . Lakes a n d I n land Waters District are a d m i n istered em ployers. Consequently. no m e m ber m a y be discr i m i ­ i n accordance w i t h the provisions of v a r ious trust fund agreements. All these agreements specify that the trustees n a t e d against because of race. creed. c o l o r . sex and n a ­ t ional o; geograp h ic origin. I f a n y m e m he r feels t h a t h e i � i n c h arge of these funds shall equally consist of U nion denied t h e e q u a l rights to w h i c h he i s enti tled. he should and m anageme n t representatives a n d their alternates. All e x penditures and d isbursements of trust funds are made only upon approval by a m ajority o f the trustees. All trust fund financial records are avail able at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights a n d senior­ ity are protected excl usively b y the contracts between the U n io n and the employers. Get t o know your s h i p pi n g rights. Copies o f these contracts are posted a n d available i n a l l U n io n halls. If you feel there has been any violatio n o f your shipping o r seniority rights as contained i n the contracts between the U n ion a n d the e m p l oyers. notify the Seafarers A p peals Board by certified m a i l . return re­ cei p t requested. The proper address for t h is i s : Angus "Red" Campbell 11111111111111111t 1111111 111m�11111111111111ull1Umlfll1111IJll�mH1ll1111111111111111111111111111 111 patrolm a n or other U n ion official. in your opi nion, fails to protect your contract rights properly, contact the nearest S I U port agent. EDITORI A L POLICY - THE LOG. The Log has trad itionally refrained from p u bl ishing any article serving the pol itical purposes of any i n d ividual in the U n io n . officer or m e m ber. I t h a s also refrained from p u blishing articles deemed harm ful to the U n ion or its collective m e m bersh i p . This est ablished policy has been reaffirmed by mem bership action a t the September. 1 960. meetings i n all const itut ional ports. The responsi h i l i t y for Log policy is vested in an editorial hoard which consists of the Executive Board of the U n ion. The Execu tive Board 5201 Auth Way and Britannia Way m ay delegate. from among i ts ranks. one ind ividual to Camp Springs, Md. 20746 Full copies of con t racts as referred to are avail able to you at all ti mes. either by w r i t i n g direc t l y to the Union or to the Seafarers A ppeals Board. CONTRACTS. Copies of all S I U cont racts are avail­ able i n a l l SIU halls. These contracts spec i fy the wages carry out this responsi b i l it y . PAYMENT OF MONIES. N o mon ies a r e to b e p a i d to anyone i n any ottic ial capac i t y i n the S I U unless a n o ffi c i a l U n ion rece i p t is g i v e n for s a m e . U n d e r no circum­ stances should any mem ber pay any money for a n y reason un less he is given such rece i p t . SEAFARERS POLITICAL ACTIVITY DONATION -SPAD. S P A D is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ i n g. but not l i m ited to, furtheri ng the political. social and economic i n terests o f maritime workers. the preservation Chairman, Seafarers Appeals Board Prince Georges County notify U n ion headquarters. In and furthering of the A merican M erchant M arine with i m p roved e m p loyment opportun ities for seamen and boatmen and the adv ancement of trade u n ion concepts. In connection with such objects, S P AD supports and contributes t o poli tical candidates for elective office. A l l contributions a r e voluntary. N o contribution may be solicited or received because of force. job discri m ination, financial reprisal. or threat of such conduct. or as a con­ dition of m e m bership in the U n ion or o f e m ployment. I f a contributio n is m ade b y reason of t h e above i m proper conduct, notify the Seafarers U n io n or S P A D by certified mail within 30 days of the contribution for i n vestigation and a ppropriate action and refund. if i n voluntary. Sup­ port SPA D to protect and further your economic. pol i­ t ical and social interests, and A merican trade union concepts. the event anyone If at any time a member feels that any of the above rights have attempts t o req u i re any such payment he made w ithout been violated, or that he has been denied his constitutional right of and condit ions under which you work and l i ve aboard �upplying a rece i p t . or if a mem her i s req u i red t o make a � to Union records or information, your ship or boat. K now your contract rights. as well as payment and is given an ottic i a l rece i p t . hut feels t hat he SIU President Frank Drozak. at Headquarters by certified mail, your obligations. such as fi l i n g for OT o n the proper should not have heen req uired to make such p a y m e n t . t h i s return receipt requested. The address is 5201 Auth Way and Britannia sheets and i n the proper m a nner. I f. a t any t i me . any S I U should i m med i a tely h e reported t o U n ion headquarters. Way, Prince Georges County, Camp Springs, Md. 36 I LOG I March 1 986 he should immediately notify 20746. �D�aes� of Sh�ps llee��nas ALEX BONNYMAN (Maersk Line), January �hairman J.A. Denton ; Sec­ retary R. Bright; Educational Director J . McGee. No disputed OT. There i s $1 00 i n the ship's fund which will g o toward the purchase of a videocassette machine for the bridge so that crewmembers can watch TV in their rooms. Everything is running smoothly aboard the Bonnyman, which is scheduled to arrive in Diego Garcia on Jan. 9. "For a new ship, everything has gone well and the whole crew is working well together." Since the vessel has just come into service, the educational director noted that a ship's library and recreation facilities are just beginning to be built up. Several suggestions were made. One was to have better information regarding re­ patriation flights from Diego Garcia. An­ other was to have the government con­ tractors get their own video player in their lounge so that the unlicensed crew can have free use of the one in the crew rec room. A vote of thanks was given to the third engineer for putting up a basketball net. It certainly will be useful during the long sea passages as well as in Diego Garcia. Thanks also went to the steward department for a "really excellent Christ­ mas spread ." USNS ALGOL - T-AKR 287 (Sea­ Land Service), January 1 --Chairman J . Olsen; Secretary E . R. Hoitt; Educational Director J. Speer; Deck Delegate Norman F. Hancock; Engine Delegate Melvin F. Brumfield ; Steward Delegate Larry E. Crowe. No beefs or disputed OT reported. The chairman asked all crewmembers to check their survival suits to make sure there are no rips or other damage. He also reminded them that anyone who gets a "not fit for duty" while in Antwerp or Bre­ merhaven will not be allowed to go ashore until he can return to work. The secretary reported that Rear Admiral Piotti, com­ mander MSC and Commodore Morin, commander SC Europe, Will be aboard the Algol on Jan. 1 3 and will stay for lunch. He therefore noted that the Sunday meal would be moved to Monday (so as "to leave them with a great impression of an SIU ship"). A "big vote of thanks" went to the steward department for preparing a great Christmas dinner and for "a job well done on all the meals served . " Following Antwerp, Belgium, the ship will call on Jacksonville, Fla . ; Morehead City, N . C . ; "some place in Norway" ; and Bremer­ haven, Germany. Then it will go back to Beaumont, Texas and Violet, La. M AMERICAN CORMORANT (Pacific Gulf Marine), January 1 2--Chairman John Mclaurin; Secretary Nancy Heyden; Ed­ ucational Director Moore. No disputed OT. A ship's fund has been started ; $1 25 has been collected so far. The minutes of the previous meeting were read and it was noted that all rooms now have refrigerators. Crewmembers were reminded to be careful with the videotapes and to return them to the library when through. Members ex­ pressed some concern about actions on the part of the captain trying to find out what's being said at Union meetings. The chairman went to see the captain about the problem. The crew wishes to thank the steward department for all the fun bar­ beques out at the pool, for the other fine meals and "for making the ship a homey atmosphere during the holiday season." LNG ARIES (Energy Transportation Corp.), February 2--Chairman Robert D. Schwarz; Secretary J.L. Gibbons; Educa­ tional Director Paul A. Olson; Deck Dele­ gate Victor M. Beata; Engine Delegate Mark A. Freeman; Steward Delegate James Robinson. No beefs or disputed OT re­ ported. There is $256 in the ship's fund which will be turned over to the captain once the ship goes into the yard and most of the crew are transferred to other vessels. Reminders were given to "think safety." Those working on deck should wear hard hats at all times. The steward asked that members turn in all excess linen and that they clean out their quarters before leaving the Aries. "Think about the next person to use your room. " All were disappointed to hear of the telex received aboard ship that Martin Luther King's birthday would not be recognized as a Union holiday. A vote of thanks was given to all departments for a job well done and to the watch for keeping the galley clean at night. Next port: Himeji, Japan. AURORA (Apex Steamship Co.), Jan­ uary 1 9--chairman Cesar A. Gutierrez; Secretary E. Vieira; Educational Director Charles I. Hampson. No beefs or disputed OT. There is $1 20 in the ship's fund with another $60 due if the arrival pool sells. All is going well. The chairman mentioned that the captain had expressed his pleasure with the crew and the fact that there have been no problems. The Jan. 20 holiday (Martin Luther King Jr. 's birthday) will not be included in the payoff but will be taken up with the boarding patrolman at that time. He also reminded members that their 1 percent cost of living allowance went into effect Jan. 1 . The chairman made a motion to allow a man in group 1 or 1 -S , when getting off at a port at the completion of 1 20 days, to go on to his own homeport to register. In many cases a member must go well over 100 miles out of the way if he has to go to the Union hall representing the port of payoff. A vote of thanks was given to the steward department for a job well done. Next port: New Orleans, La. COVE TRADER (Cove Shipping), Jan­ uary 2--Chairrnan G . E . Annis; Secretary W. Braggs; Educational Di rector Meridith ; Deck Delegate Jose Nava; Engine Dele­ gate Joseph D. Saxon; Steward Delegate Paul Charly Jr. Some disputed OT was reported in the deck department. The OT for Columbus Day went to headquarters for a ruling; the same most likely will happen for Martin Luther King JJ. 'S birth­ day. The movie fund collected $1 80. The master received a telex from the company regarding a day off for every 30 days worked; however, the member must stay on for the next voyage. The annual in­ spection is due this trip. All members were reminded that they will be requ ired to be aboard ship when the Coast Guard has its drill. Members who are on for relief this trip must get off as per contract, even if the original member does not return to the ship. Also as per contract, there is no transportation allowed for relief trips or for those crewmembers who do not elect to stay for the full 1 80 days. Several motions and suggestions were made. One was for the next contract to include full transpor­ tation paid from the airport to the ship. Another was that men taking a relief trip be given round trip transportation. A vote of thanks was given to the steward de­ partment for a fine Christmas dinner. Next ports: Corpus Christi, Texas and Kenia, Alaska. LNG LEO (Energy Transportation Corp.), February 9--c hairman Malcolm B. Woods; Secretary H. Jones Jr. ; Educational Direc­ tor lndang Abidin. No beefs or disputed OT. There is $321 .09 in the ship's fund at the present time. Blank VCR tapes were bought in Osaka. Arrival pools are selling well and the Pac-Man machine is also making money for the ship's fund. A telex was received from headquarters stating that Martin Luther King Jr.'s birthday would not be a Union holiday. Crewmembers would like clarification on this since Sec. 1 2, sub-paragraph (c) states: "In the event other days were observed as national hol­ idays, they shall be included in this agree­ ment.'' The bosun spoke to the members about upgrading at Piney Point for their own job security. He also suggested they read the President's Report in the LOG where he talks about the trend in shipping to the military. The educational director has contacted other LNG vessels to try to arrange a means of trading videotapes. A new box of tapes will be put aboard in Osaka next trip. Members were once again cautioned about the dangers of drugs an'd: of the drug peddlers in Arun, Indonesia. Everyone was asked to respect their ship­ mates by keeping the noise down when crewmembers are off watch and by not playing tapes and radios loudly. A vote of thanks was given to the steward depart­ ment for a job well done. Next port: Osaka, Japan; Arun, Indonesia; Nagoya, Japan. MOKU PAHU (Pacific Gulf Marine), January 23--chairman Ray Todd; Secre­ tary R. Spencer; Educational Director David A. Norris. No beefs or disputed OT were reported. The chairman said that every­ thing was running smoothly and that the vessel would pay off this trip. He also reminded all hands that a donation to SPAD means a stronger SIU. Members were asked to leave their rooms clean when getting off the ship and were cautioned as to the importance of practicing safety at all times. A vote of thanks was given to the steward department for the cookouts. The steward department, in tum , gave a vote of thanks to the crew for helping keep the messroom clean. Next port: Galveston, Texas. OMI CHARGER (OM I), February 2Chairman F. Schwarz; Secretary J . Ben­ nett; Educational Director W. Yarber; En­ gine Delegate Paul Johnson; Steward Del­ egate Raymond L. Jones. Some disputed OT was reported in the deck department. It was moved that the chief pumpman be elected ship's treasurer. At present, how­ ever, there is no ship's fund. The chairman reported that the ship crewed up in Jack­ sonville on Jan. 1 4. It has no charter, but is going trip by trip. The duties of the DEU are not clear, and it was suggested that a letter from the Union be sent to the Charger clarifying his duties. A motion was made to put full crews back aboard the ship in order to stop the hiring of scab labor by the company. The Contract Committee will be asked to look into the hiring of outside personnel when these jobs can be per­ formed by Union members. PUERTO RICO (Puerto Rico Marine) , February 9--chairman W.L. Osborne; Secretary J. Coils; Educational Director E . Richman; Deck Delegate T . J . Vain; Engine Delegate D. Murphy; Steward Delegate Ovidio Crespo. No disputed OT. Crew­ members were advised to read the LOG to keep abreast of Union activities, espe­ cially the recent strike of SIU fishermen in New Bedford . The bosun asked everyone to be careful in all ports while cargo is being loaded and unloaded. A third mate was killed recently in the cargo hold. One minute of silence was observed in his name and in memory of all our departed brothers and sisters. A vote of thanks was given to · ftie· chief etectrlcian for installing a new garbage disposal in the galley. The crew also gave a vote of thanks to the new messman, Miguel Acevedo, for his good service and for keeping everything clean. More thanks went to the crew for keeping the pantry and crew messroom clean at night and to the steward department for a job well done. Next ports: Charleston, S.C.; Jacksonville, Fla. ; San Juan, P.R. SEA·LAND ECONOMY (Sea-Land Service), February 2--Chairman J. Hig­ gins; Secretary H. Scypes; Educational Director G. Sanders; Deck Delegate Pa­ trick O'Neal; Engine Delegate Carroll P. Boudreaux Jr. ; Steward Delegate Henry B. Edwards. All three departments reported some disputed OT. There is $68 in the movie fund. The chairman said that he will talk to the boarding patrolman regarding Martin Luther King Jr.'s birthday and about the COLA raise which was not received at the last payoff in New Orleans. He also advised crewmembers to check on their Social Security every two or three years to make sure all the figures are correct. Sometimes, he noted, a company will go bankrupt and fail to send in their Social Security funds. All those qualified for a mates or engineers license were urged to attend upgrading courses at Piney Point. "Even if you don't use them now, we don't know what the future will hold for us. At least you'll be ready for the future." A special vote of thanks was given to the BR in the steward department from the crew and officers for sharing his movies with them during the last trip. And a vote of thanks also went to the steward department for some "fine feeding . ' ' One minute of silence was held in memory of our departed brothers and sisters. Next port: New Or­ leans, La. Official ships minutes also were received from the following vessels: AMERICAll EA6l.E PATRIOT PAIR. BUCK . PFC WI.I.WI I BAUGll ROBERT E. lEf C.S. SALERIUM An.AITIC BORllQUEI CAGUAS UIG CAPftlCORI COllSTITUTIOll COITEllDEll FALCON CHAMPIOI GOlDEI MOIWICll GREAT LAID llDEPEIOEICE UIG LIBRA lOllG BEACH WllJIE su..wm ADYEll1UftER SU-l..AllD COISUMER SU-LAllD llEFElmfl SU-l..AllD EXPRESS SU-LAID FREEDOM SU-Wiii LEADER SU-LAID PACER SU-Wiii PIHEER SU-LAND PROOUCER SU-LAID VOYA&ER SENATOR USllS STALWART STOllEWA11 JACISOI STUYVESAllT MAUI OMI SACRAMENTO OMO WABASH OMI YUKOI OVERSEAS ARCTIC OVERSEAS BOSTOI PANAMA TRIUMPH UIG VIRGO Monthly Mentbership Meetings Deep Sea Lakes, lnJand Port Waters Date Piney Point . . . . . . . . . . . . . . Monday , April 7 . . . . . . . . . . . . . . . . . . . . . 10:30 a.m. New York . . . . . . . . . . . . . . . Tuesday , April 8 . . . . . . . . . . . . . . . . . . . . . 10:30 a.m. Philadelphia . . . . . . . . . . . . . . Wednesday, April 9 . . . . . . . . . . . . . . . . . 1 0 : 30 . a.m. Baltimore . . . . . . . . . . . . . . . . Thursday , April 1 0 . . . . . . . . . . . . . . . . . . . 1 0 : 30 a.m. Norfolk . . . . . . . . . . . . . . . . . Thursday, April 1 0 . . . . . . . . . . . . . . . . . . . 10:30 a.m. Jacksonville . . . . . . . . . . . . . . Thursday , April 1 0 . . . . . . . . . . . . : . . . . . . 10:30 a.m. Algonac . . . . . . . . . . . . . . . . . Friday, April 1 1 . . . . . . . . . . . . . . . . . . . . . . 10:30 a.m. Houston . . . . . . . . . . . . . . . . . Monday , April 1 4 . . . . . . . . . . . . . . . . . . . . 1 0:30 a . m . N e w Orleans . . . . . . . . . . . . . Tuesday, April 1 5 . . . . . . . . . . . . . . . . . . . . 10:30 a.m. Mobile . . . . . . . . . . . . . . . . . . Wednesday, April 1 6 . . . . . . . . . . . . . . . . . . 1 0 : 30 a . m . San Francisco . . . . . . . . . . . . Thursday , April 1 7 . . . . . . . . . . . . . . . . . . . 10:30 a . m . Wilmington . . . . . . . . . . . . . . Monday, April 2 1 . . . . . . . . . . . . . . . . . . . . 10:30 a . m . · Seattle . . . . . . . . . . . . . . . . . . Friday, April 25 . . . . . . . . . . . . . . . . . . . . . . 10:30 a . m . San Juan . . . . . . . . . . . . . . . . Thursday, April 1 7 . . . . . . . . . . . . . . . . . . . 1 0: 30 a . m . S t . Louis . . . . . . . . . . . . . . . . Friday, April 1 8 . . . . . . . . . . . . . . . . . . . . . . 10:30 a.m. Honolulu . . . . . . . . . . . . . . . . Thursday, April 1 7 . . . . . . . . . . . . . . . . . . . 10:30 a.m. Duluth . . . . . . . . . . . . . . . . . . Wednesday, April 1 6 . . . . . . . . . . . . . . . . . . 10:30 a.m. Gloucester . . . . . . . . . . . . . . . Tuesday , April 22 . . . . . . . . . . . . . . . . . . . . 10:30 a.m. Jersey City . . . . . . . . . . . . . . . Wednesday , April 23 . . . . . . . . . . . . . . . . . . 1 0:30 a.m. March 1 986 I LOG I 37 - �CL L NP -Company/Lakes -Lakes -Non Priority Di rectory of Ports Dispatchers Report for Great Lakes FEB. 1 -28, 1986 * TOTAL REGISTERED All Groups Class CL Class L Class N P TOTAL SHIPPED All Groups Class CL Class L Class NP Port Frank Drozak, President Ed Turner, Exec. Vice President Joe DiGiorgio, Secretary Leon Hall, Vice President Angus "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President Roy A. Mercer, Vice President * * REGISTERED O N BEACH All Groups Class CL Class L Class NP DECK DEPARTMENT 2 9 Algonac 0 Port 0 8 29 6 6 9 6 3 6 ENGINE DEPARTMENT 2 Algonac 3 0 Port 0 STEWARD DEPARTMENT 2 Algonac . 0 HEADQUARTERS 5201 Auth Way Camp Springs, Md. 20746 (301 ) 899-0675 ENTRY DEPARTMENT Port 7 14 13 28 Algonac . 0 0 0 18 52 8 0 0 0 35 1 06 21 ---·-·------- Totals All Departments . . 4 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (31 3) 794-4988 · "Total Registered " means the n u mber of men who actually registered for shipping at the port last month . '* " Registered on the Beach " means the total n umber of men registered at the port at the end of last mont h . BALTIMORE, Md. 1 2 1 6 E. Baltimore St. 21 202 (301 ) 327-4900 Dispatchers Report for Deep Sea FEB . 1-28, 1986 *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C Port * * REGISTERED ON BEACH All Groups Class C Class A Class B DECK DEPARTMENT Gloucester . . New York . Philadelphia . Baltimore Norfolk . . Mobile . . . New Orleans Jacksonville San Francisco. Wilmington . Seattle . Puerto Rico . Honolulu . Houston . St. Loui s . Piney Point . Totals . . 4 43 2 4 11 11 43 24 28 23 39 9 12 29 0 2 4 8 2 4 11 2 5 9 7 6 5 4 11 6 0 1 1 0 0 0 1 0 1 2 0 0 0 0 1 0 0 1 1 34 4 6 14 4 24 12 26 14 25 8 5 28 0 0 3 7 1 3 12 2 2 8 11 2 5 0 12 2 0 1 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 5 2 2 1 0 13 4 2 3 1 2 12 6 0 0 8 1 07 8 15 18 17 99 72 60 42 62 28 10 72 0 2 284 85 7 205 71 2 53 620 1 2 3 1 1 3 4 3 6 5 3 5 1 18 4 0 2 61 0 0 0 0 0 0 0 22 0 4 11 2 14 7 14 3 18 7 5 14 0 0 0 0 0 0 0 0 8 2 84 0 7 1 4 10 1 115 0 0 1 0 1 1 2 3 4 4 0 0 0 0 1 0 1 0 0 0 0 17 0 1 8 1 10 8 19 7 7 18 10 7 10 7 12 21 14 11 9 10 27 9 0 0 0 0 0 0 0 2 3 1 0 1 0 3 0 0 1 1 73 1 Gloucester . New York . Philadelphia . Baltimore . . . Norfolk . . . Mobile . . . . New Orleans Jacksonville . San Francisco. Wilmington . Seattle . Puerto Rico . . . . . . . . Honolulu . Houston . St. Louis . . Piney Point Totals . 39 5 6 8 7 26 21 14 8 22 7 8 25 0 1 1 98 1 0 1 0 0 7 0 0 0 0 0 6 2 5 1 14 3 0 0 38 0 0 0 5 0 6 1 1 2 2 5 1 10 1 0 0 44 10 11 47 2 12 5 1 6 6 9 12 3 . . . . . . . . . Honolulu . . . . . . . . . . . . Ho u sto n . . . . . . . . . . . . St. Louis . Piney Point . Totals . . . . . . 0 7 0 2 10 3 14 1 . . . . . :32 6 15 6 1 13 0 0 17 0 0 3 35 0 0 0 1 30 43 37 7 0 0 0 14 1 3 9 0 0 98 2 0 0 2 0 1 3 0 1 2 1 22 0 0 0 34 0 0 0 0 1 0 0 0 0 0 0 0 28 0 0 0 29 0 6 0 0 1 4 7 4 6 3 1 0 2 14 41 2 2 2 2 0 0 0 0 0 0 3 4 52 2 0 0 92 41 21 4 1 1 0 0 34 0 0 0 309 79 36 6 79 13 4 11 12 26 20 42 28 38 19 1 39 15 0 2 0 9 3 3 0 6 2 237 1 0 0 77 38 1 5 27 0 0 1 91 1 0 0 5 0 13 3 18 8 18 3 4 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 27 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 241 209 93 1 71 1 27 0 352 454 269 430 263 511 314 1 64 1 89 1 ,700 839 330 0 20 1 3 10 2 16 8 40 7 23 4 4 7 0 1 4 28 0 5 9 7 10 7 13 8 36 4 1 02 8 0 0 146 Totals All Departments . 758 0 2 0 0 0 1 8 1 1 0 3 0 15 0 53 5 13 5 41 20 87 36 35 16 1 20 0 0 0 0 0 1 * "Total Registered" means the nuniber of men who actually registered for shipping at the port last month. * * " Registered on the Beach" means the total number of men registered at the port at the end of last month. Shipping in the month of February was d own from the month of January. A total of 1 , 1 78 jobs were shipped on SIU-contracted deep sea vessels. Of the 1 , 1 78 jobs shipped, 51 1 jobs or about 43 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seni ority people. A total of 1 89 trip relief jobs were shipped. Since the trip relief program began on April 1 , 1 982, a total of 2,474 jobs have been shipped. 38 I LOG I March 1 986 1 22 1 Pierce St. 77002 (71 3) 659-51 52 JACKSONVILLE, Fla. 331 5 Liberty St. 32206 (904) 353-0987 99 Montgomery St. 07302 (201 ) 435-9424 1 640 Dauphin Island Pkwy. 36605 1,205) 478-091 6 NEW BEDFORD, Mass. 50 Union St. 02740 (61 7) 997-5404 NEW ORLEANS, La. 630 Jackson Ave. 70 1 30 1 504) 529-7546 Toll Free: 1 -800-325-2532 N EW YORK, N.Y. 675 4 Ave. , Brooklyn 1 1 232 (71 8) 499-6600 NORFOLK, Va. 1 1 5 Third St. 2351 0 (804) 622-1 892 0 0 16 1 4 13 3 5 8 7 1 23 2 83 5 0 0 Gloucester . New York . Philadelphia Baltimore Norfolk . Mobile . New Orleans Jacksonville . San Francisco. Wilmington . Seattle . Puerto Rico Honolulu . Houston . St. Louis . . Piney Point . Totals . HOUSTON, Tex. 0 ENTRY DEPARTMENT Port 636 Cooke St. 968 1 3 (808) 523-5434 0 3 6 12 5 10 4 23 0 0 4 20 HONOLULU, Hawaii 0 1 33 g 1 1 Rogers St. O 1 930 (61 7) 283-1 1 67 MOBILE, Ala. 419 1 G LOUCESTER, Mass. 0 0 10 0 0 0 7 '0 705 Medical Arts Building 55802 (21 8) 722-41 1 0 JERSEY CITY, N.J. STEWARD DEPARTMENT Port Gloucester . . . . . . . New York . . . . . . . . Philadelphia . Baltimore Norfolk . Mobile . . . . New Orleans . Jacksonville . . . . . . . . . San Francisco . Wilmington . DULUTH, Minn. 0 0 0 8 13 22 7 0 5 g 46 0 1 290 Old River Rd. 441 1 3 (21 6) 621 -5450 11 ENGINE D EPARTMENT Port Seattle . Pu erto R i co . . Trip Reliefs CLEVELAND, Ohi o PHILADELPHIA, Pa. 2604 S. 4 St. 1 91 48 (21 5) 336-38 1 8 PINEY POINT, Md. St. Mary's County 20674 (30 1 ) 994-001 0 SAN FRANCISCO, Calif. 350 Fremont St. 941 05 (41 5) 543-5855 SANTURCE, P.R. 1 057 Fernandez Juncos St. Stop 1 6 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 981 2 1 (206) 441 -1 960 ST. LOUIS, Mo. 4581 G ravois Ave. 631 1 6 (31 4) 752-6500 SUBIC BAY, Rep. of Philippines 34 2 1 st St. , W. Bajac Bajac Olongapo City C-2201 222-3533 WILMINGTON, Calif. 408 Avalon Blvd. 90744 (21 3) 549-4000 �Strike Not a Win Yet, but a Good Start Labor victories seem to be few and far between these days. The Hormel meatpacking strike is a tangled mess. The more than one-year-long strike against A. T. Massey Coal Co. by the United Mine Workers remains in limbo. The strike by United Food and Com­ mercial Workers against Marvel Poul­ try is in its third year. The SIU's fishermen's strike in New Bedford is hard up against that trend. We haven't achieved a 1 00 percent victory, but the Union and its mem­ bers have won more than early ob­ servers thought possible. Less than a year ago, the SIU did not represent one fishing boat in New Bedford. A long difficult process of organizing and NLRB certification that took most of 1 985 was the first step. It was a step initiated by New Bedford fishermen. They were dissatisfied with their representation at the time, Local 59 of the Teamsters. Local 59 and certainly the boatowners did not want to see the SIU win that fight , but we did . The unfair bargaining practices and pressure from boatowners, including the powerful Seafood Producers As­ sociation , showed that even after the SIU had gained bargaining rights , the but it seems as if they're trying to do something everybody's mother warned them not to do , draw to an inside straight . Those cards aren't in the deck anymore . We're down to the hard core in the New Bedford strike , a group of people , who for reasons known only to them, want no part of a fair and equitable contract. Through negotiations, pressure or the courts, those people will be brought into the fold. Until we gain all the boats the Union has rights to, we can't say we've won a total victory. But Union fishermen in New Bedford have won more than anyone thought pos­ sible-and they CAN be proud of that. powers in New Bedford wanted to force the Union out. They haven't. They won't. The strength and unity of most fish­ ermen and the large amount of support from the SIU has shown we mean business and we intend to stay. Also, the contracts the Union ne­ gotiated with the various independent fishing boatowners show that we are reasonable people who understand the problems the fishing industry faces. If these contracts are so outlandish, why would so many owners sign them? The owners have held most of the cards in New Bedford for a long time, How to Make Money While Getting Healthy l . After you are discharged from a hospital, review your hospital bill . . . carefully. 2. Think back on your confinement and the nature of your illness. Are there any charges included on your bill that you feel are unjustified? 3. Keep in mind this quick rule of thumb. Was the service ever performed? Did it seem necessary? 4. If something seems wrong with your bill, contact the Seafarers Welfare Plan' s Medical Auditor in writing as soon as possible. 5. Provide the following information : the name of the patient , his or her social security number, the name and address of the hospital, dates of treatment, procedure or treatment involved and the itemized charges. 6. Give a brief explanation of why you are questioning the charges. 7 . Address the letter as follows: Seafarers Welfare Plan, 520 1 Auth Way, Camp Springs, Md. 20746, Attention: Medical Audit, Joanna Caldwell . 8. If the Plan suceeds in getting the hospital bill reduced because of information you have provided, it will pay you a bonus of 25% of the amount saved. 9. The next time you file a claim, think about this program, and how the Union is doing everything it can to ensure that you receive the best possible treatment at the most reasonable cost. · 'Heartfelt Thanks to Claims . . . ' Words cannot express the gratitude in my heart for the checks you have sent me just when I needed it most. My wife ha.a to go to the dental surgeon, and I must ra.ise $ 1 ,100 for her next visit. So let me thank you all for your kind consideration a.gain and a.gain. I rea.11.ze I have been a burden all the pa.st yea.rs. How long it will continue only the good Lord knows. As ever, Henry B.. Krinke Hem8', Clalif. IO. If this program is to work properly, then don't abuse it by providing tips that aren't going to lead anywhere. At the same time, don't be afraid to question charges that you feel are truly unjustified. 1 1 . If you have any questions, call the Plan's Claims Department at the following number: (301 ) 899-0675 or toll-free 1 -800-345-2 1 1 2 . New Pensioners We would like to congratulate the following SIU members on their retirements last month. See future issues of the LOG for more information on these new pensioners. Algonac Gerald Scott Baltimore Clifton Blake Frederick Borentz Peter Ferrais Steve Magyar Houston Morgan Harris Archie Lee John McClelland Arthur Schuy Jacksonville A survivor's pension to Ernest Waters' widow Mobile Marion Dorgan New Jersey Oren Bohon Donald Pase New Orleans Giuseppe Galliano Otto Pedersen Norfolk Marvin Gilden Roland Muir Shirley Nicholson Philadelphia John Bergeria Puerto Rico Oliver Ortiz San Francisco Enrique Connor Salvatore Barbara Harry Smith Walter Stewart Jack Worig Seattle Robert Hyer Billie Jenkins David Kendrick Casimir Krowicki Wilmington Rafael Rios March 1 986 I LOG I 39 - �S the 1986 school season begins, it's not too early for high school seniors to start thinking about September 1986, and college. For depend­ ents of Seafarers and Boatmen, Don't Wait! Apply Now For A the financial burden of college can be greatly eased if they win an SIU scholarship. The awards, known as the Charlie Logan Scholarship Program, are given each year under the auspices of the Sea­ farers Welfare Plan. For de­ pendents, four $10,000 schol­ arships are offered. But the Scholarship Program is not exclusively for depend­ ents. A $10,000 award and two $5,000 scholarships are avail­ able to active Seafarers and :J..f'b -els. ! --� Boatmen. Also, when there are exceptionally qualified Seafar­ ers and Boatmen, the Board of Trustees of the Welfare Plan may grant a second $10,000 award to an active member. The Scholarship Program was begun in 1952 to help members and their children achieve their educational goals. Several years ago it was named after Charlie Logan, a labor consultant and arbitrator who died in 1975. He helped establish the Seafarers Scholarship Program and then worked hard to keep it strong and growing. Seafarer Requirements Seafarers and Boatmen who are applying for scholarships .- must: Be a graduate of high school or its equivalent. • Have credit for two years (730 days) of employment with an employer who is obligated to • make contributions to the Sea­ farers Welfare Plan on the em­ ployee's behalf prior to the date of application. • Have one day of employ­ ment on a vessel in the six­ month period immediately pre­ ceding the date of application. • Have 125 days of employ­ ment on a vessel in the previous calendar year. Pensioners are not eligible to receive scholarship awards. Dependent Requirements 1986 SIU College Scholarships Deadline - April 15 Medical are eligible to apply for a dependent's scholarship up to the age of 25. Each applicant for a depend­ ent's scholarship must: • Be unmarried at the time application is made. • Be under 19 or 25 years of age (whichever is applicable). • Be eligible for dependent benefits under the Seafarers Welfare Plan. • Be a graduate of high school or its equivalent. The applicant's parent must: • Have credit for three years ( 1 , 095 days) of employment with an employer who is obligated to make contributions to the Sea­ farers Welfare Plan on the em­ ployee's behalf prior to the date of application. Have one day of employ­ ment in the six-month period immediately preceding the date of application. • Dependents of Seafarers and Boatmen who apply for a schol­ arship must be unmarried, under 19 years of age, and receive Have 125 days of employ­ ment in the previous calendar year. The last two items above cov­ ering worktime requirements of sole support from the employee and/or his or her spouse. Un­ married children who are eligible for benefits under Plan #1 Major the applicant's parents do not apply to applicants who are the children of pensioners or eligible deceased employees. 40 I LOG I March 1986 • Must Take SAT or ACT For both active members and the dependents of eligible mem­ bers, the scholarship grants are awarded on the basis of high school grades and the scores of either College Entrance Exam­ ination Boards (SAT) OR Amer­ ican College Tests (ACT). The SAT or ACT exam must be taken no later than February 1986 to ensure that the results reach the Scholarship Selection Committee in time to be evalu­ ated. For upcoming SAT test dates and applications, contact the College Entrance Exami­ nation Board at either: Box 592, Princeton, N.J. 1025 Berkeley, 08540 or Box Calif. 94701, whichever is closest to your mailing address. For upcoming ACT test dates and applications contact: ACT Registration Union, P.O. Box 414, Iowa City, Iowa 52243. Scholarship program appli­ cations are available to active members or their dependents at any SIU hall or through the Sea­ farers Welfare Plan, 5201 Auth Way, Camp Springs, Md. 20746. Scholarship winners will be announced in May 1986. The deadline for submission of ap­ plications is April 15, 1986. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource March 1986 Description An account of the resource HEADLINES PRESSURE SPLITS OWNERS 300 FISHERMAN BACK TO WORK, AS MORE BOATS SIGN SIU COMMENTS ON CHANGES IN COAST GUARD DOCUMENTING HEAVY WEATHER, FAST ICE MAKE FOR A SLOW TRIP BUILD AND CHARTER HEARING SEARCHES FOR ANSWERS MARAD BUDGET- ON A STEADY COURSE TO DISASTER SHLSS COOK UPGRADERS WIN JOBLESS PAY DISPUTE SOVIET CRUISE SHIP SINKS INFORMATION FOR D-DAY MARINERS GREEK CAPTAIN JAILED IN FRAUD FREIGHTER CAPSIZES, 7 DIE NOMINATIONS FOR SHIP SAFETY NLRB UPHOLDS JUDGE’S RULING ON UNION-BUSTING FLORIDA PIPELINE DRAWS FIRE AT HEARING MEBA-2 SEEKS CONTRACT EXTENSION, SIU TALKS UNDER WAY ADMISSIONS DEPARTMENT THE KEY TO SHLSS MY FIRST SIU MEETING HAGGLUND CRANE MAINTENANCE COURSE AT SHLSS RADAR OBSERVER COURSE AFL-CIO MARITIME TRADES DEPARTMENT RESOLVES TO REBUILD INDUSTRY, PROMOTE JOBS FOR AMERICANS CONGRESSMEN, LABOR LEADERS SEEK NEW SOLUTIONS TO OLD PROBLEMS MTD BOARD ACTS ON ISSUES VITAL TO MARITIME WORKERS U.S. NEEDS A STRONG MERCHANT MARINE MTD VOWS TO REBUILD U.S. INDUSTRY MTD ADOPTS NATIONAL MARITIME POLICY LABOR WINS ON TAX REFORM THE U.S. FISHING INDUSTRY- STRUGLLING IN HARD TIMES BUILD AND CHARTER AUTO CARRIER TRADE THE INJUSTICE AND THE TRAGEDY OF SOUTH AFRICA ALASKAN OIL IS VITAL TO U.S. MARITIME INDUSTRY DREDGING AND PORT DEVELOPMENT THE SIU IN WASHINGTON APARTHEID COOK INLET CASH TRANSFER HOUSE MARK-UP MARITIME ADVISORY BOARD COAST GUARD QUESTIONS AND ANSWERS ABOUT THE MSC AND SEALIFT SIU CALLS FOR MORE SEALIFT SERIOUS WATER PROBLEMS ABOARD THE USNS KAWISHIWI MAJOR REORGANIZATION OF MILITARY APPROVED REMINDER: REPORTING FOR DUTY AROUND THE MSC NO GAIN FOR CROSSING UNION’S PICKET LINES STRIKERS FIND SOLACE AND SOUP AT THE FERRY CAFÉ HOUSE RESTORES ACADEMIES’ FUNDS FURUSETH, LUNDEBERG BIRTHDAYS AND SEAMEN’S ACT MARK HISTORIC MONTH IN SEAFARARING LABOR MOVEMENT STRIKE NOT A WIN YET, BUT A GOOD START Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present 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 3/1/1986 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. 48, No. 3 1986 Periodicals Seafarers Log