http://www.seafarerslog.org/archives_old/files/original/3869533ca5da383656cdf9ebbe203221.PDF a215bb3045fd43f2ca8fb5461c417ffe PDF Text Text ilKpWfUW ;rs.-.->rvv,^-..t.-'.:: k:-*» ,V - —KT'lIr-Tr OrHClAL ORSAN OF iHi SEAFAiraS INTIRIUTIOItlU. UNION • ATUimC OWf. UUB AND INIAND WAFERS DiSI»a • AH-CIO SEAEARERS 1 ••,:'! '^^1- Socco Uiaes Switch ^MoKe MarAd Out of DOr poge 3 Commission Reports Volume 51f Number 4 April 1989 UNmU SIGHS THRU WG COHmCTS Panel Gtes Need For U.S. Ship Mity •'Vf iSOO t"*-' ooOC; -HJ>o C/?0-) rn-<0 o«>o>zo cua; « o z:3>t-<x mOc/j o CO 2:0 I • OJ 2:0 y> t— SIU Opposes Plan Keep Maritime Service < of GAIT Trade Talks •>T^' ' ' I'- r: Pictured above are Sabiue Towu^'s union and management negotiating teams. Representing the Union are SiU Area Vice President Thomas GUdeweU (left), Houston Port Agent Dean Corgey, Houston Patrolman Joe Perez, Harbor Engi' neer Dave Griggs, Harbor Deckhand Ken Moore, Camd CtqU^^tiZomand Harbor Captain Frank Jewell. Present for Sabine Tovring arePetsoMsrWanager Paul Moore (left), En^doymepf Agent Dot^ Thomas, Company President Gerald Friesz and Dennis Paese, director of Labor Relations. Symbolically, in the center of the table, side-by-side, are two caps—one has an SW logo and the other an "S" for StMne. For a round-up of tiu three settled ti^ contracts, see page 5. 0-; o o sr. t- I 0 ui CX> n r/ -i': •< >», \7 ui OJ I•r Was SlU's WffsAfffffloif Rep page 3 :: J'- Strike Halts Eastern S Lakes Seafarers Start Season eafarers, in traditional white caps, joined with striking Eastern machinists. Also on the picket line were Eastern pilots and flight attendants, who hon­ ored the strike. Pictured right is Sea&ier Steve Biles and below are Law­ rence Scott behind striking ma­ chinist, (left); Nick Celona, Port Agent of Piney Point, and SIU members Paul Gottor and Larry Arnold. Trainees and upgraders from the Harry Lundebeig school have provided daily pick­ ets at Washington, D.C.'s Na­ tional Airport. See pages 6-7. • >' V 5' Ike SW-contmcted H. Lee White sits ready for her first trip of the 1980-90 season ^ier winteru^ in Toledo. She left bkvdh 21 for Marquette, Mich, to load taconite for the blast furnaces of Aditabula, Ohio. With a record number of Great Lakes bulk carriers fitting out, it looks tike a record shaping season is in the making with fuU Job appmtnnities for SIU sdSors. See Great Lakes photo story on pages 11-14. 3 ' *. �E!i!WSW5j(l«SV<^^ ^ •: • • • , • \ 'S-- A'- SSAfARERS 106 "• •:;||g:V ; President's Report •• ' --^AAI A: • r here was a time when the forces affecting a seaman's livelihood, although most difficult, were less complicated and wide-ranging than they are these days. For the most part it was simply the basic matters of employment, wages, shipboard working conditions and treatment by the ship's officers that concerned the seafaring man. Today, the seafarer faces a much more complicated world. The issues affecting his livelihood spring from a great variety of social, economic and political factors, most of which occur at levels and at times that are fully removed from the workaday world of shipping. New Round of GATT Talks Take, for exaniple, GATT, an abbrevia­ tion that is unfamiliar to most Americans but which has an important bearing on their lives. GATT stands for General Agreement on Tariffs and Trade, a group which consists of 96 nations that meet periodically to try to reduce barriers to free trade. An important round of GATT talks is about to begin. Traditionally, GATT talks have focused on manufac­ tured goods. But in the current round of talks, services have been placed on the agenda. These services include banking, insurance, telecommunications and, most important to us, marine transportation. Why is the SIU concerned about this development? We are con­ cerned because the U.S. trade representatives who will be negotiat­ ing for this country want marine transportation on the agenda but not because they are interested in helping U.S. shipping improve its position in world trade. What is more likely, is that they wish to use this country's maritime industry as a bargaining chip to gain conces­ sions for services industries like banking and communications that appear to rate higher in the administration's priorities. Unless we succeed in getting maritime services removed from the GATT agenda, all of the programs that are the underpinnings of the U.S. private shipping fleet and are practically the basis of all of American seamen's jobs, ard in absolute danger of being smashed by an invasion of cheap and slave labor foreign ships. And with it would go another vital area of our national security. ;•• f'.: -• '>/ ,• .- '• :-:t•* •• :. .]-;••&•• t>:-- tions shall be provided with a pre-determined policy statement re­ garding the U.S. maritime industry." Until that pledge is put into practice, we must continue to support the efforts of those senators and representatives who are leading the fight to preserve America's shipping industry and the vital role it plays in the national security. GATT certainly is on our agenda. * * * The Presidential Commission on Merchant Marine and Defense ^ has issued its fourth and final report, entitled "A Plan for Action. This completes the work of the commission, and the results of its findings and recommendations have been submitted to the White House. The report confirms the fears that are continually being expressed by those who are knowledgeable about the defense posture of the United States: our merchant marine capability is dangerously insuffi­ cient to fulfill its role as an instrument of national security. In submitting the final report to President Bush, the committee chairman. Admiral Jeremiah Denton, a distinguished Navy veteran and former U.S. senator, said "the commission reached the indis­ putable conclusion that there are today insufficient strategic sealift resources—in terms of numbers and types of ships, trained person­ nel to operate them, and shipyards to maintain and replace them—to carry out the national military strategy. Without decisive action the situation will worsen substantially by the year 2000. "Certainly there is no acceptable alternative," the commission chairman continued, "to taking immediate action to remedy the shortfalls in strategic sealift, in the shipbuilding and shipyard sup­ pliers, and in the available pool of qualified seamen and skilled shipyard workers." Then the commission chairman put his finger on what has to be the most essential element if there is to be a reversal of the present condition: "Only the president," Admiral Denton said, "can break the log jam that has prevented action to address the strategic sealift needed for our security." Only two presidents—Roosevelt and Nixon—^in modern history have possessed both an understanding of the role of merchant ship­ ping and the leadership qualities to do something about strengthen­ ing it. Let us hope that President Bush will now address this prob­ lem. • Threat to the Jones Act 1^ ; •• •• - •. • -'.;'/-^r. i.-' -' - '• , ,:s^ A. ;^; ;.;- -; •-if t * • • Immediately threatened would be the Jones Act, which protects our domestic shipping, the nation's cargo preference statutes, and what is left of the operating subsidy program—^to cite just a few of the most obvious danger points. Efforts to have the the trade representative remove maritime serv­ ices from the talks have not been successful, and it looks as though we are facing a repeat of the battle last year over the attempts to open our domestic shipping to Canadian vessels. Fortunately, the Congress has demonstrated its feeling that the U.S. maritime industry is essential to the economy and national security and should not be the subject of any trade negotiations. That is why the Canadian venture failed. What remains to be seen is how the Bush administration actions will square with the pledge that was made during the presidential campaign last fall. That pledge said: "Preservation of the integrity of the U.S. maritime industry shall be a priority in all international trade negotiations, including the General Agreement on Tariffs and Trade. All United States representatives involved in trade negotia- Inland Industry Reviews Impaif of Drug Testing Regulations We were saddened to learn that one of the great fighters in the cause of Seafarers has passed on. Phil Carlip, who was the SIU's very effective Washington representative for almost 30 years, until his retirement in 1978, died on March 25 at the age of 94. "Uncle" Phil, whose trademark was a chewed cigar, was the SIU's "man on the Hill," who never tired of walking the halls of Congress as he sought support on issues important to the well-being of Seafarers. Uncle Phil was known to hundreds of people in the Congress— both members and staffers—^as a man of principle and an astute observer of the political scene. To many,'many SIU members he was an .unselfish friend, always ready to lend a helping hand. Phil Carlip made a great contribution to our way of life and he will always have a place in our hearts. yolume 5], Number 4 April 1989 LOG (ISSN 0160-2047) is published monthly by the Seafarers International Atlantic, Gulf, Lakes and Inland Waters District; AFL-CIO; 5201 fAuth'heUnion; Way; Camp Springs, Maryland 20746. Telephone (301) 899-0675. • 'A !• . •. .•" " •'. I • •'. 9^. vl. •• fw J attd inland con^any representatives listen to us Coast Guard and fy Customs Service spokesmen present information on each agency's anti­ drug programs. The meetings called by the union, is the first of a series. •'l :. ::• ;; P^V:. -;.i '•' ' , Second-class postage paid at MSG Prince Georges; Maryland 20790-9998 and at additional mailing offices. POSTMASTER: Send address changes to the LOG, 5201 Auth Way; Camp Springs, Maryland 20746. President, Michael Sacco; Secretary-Treasurer, Joe DiGiorgio; Executive Vice President, Joe Sacco; Vice President Collective Bargaining, Angus "Red" CampbeU; Vice President Atlantic Coast, Jack Caffey; Vice President Gulf Coast, Thomas Giideweli; Vice President West Coast, George McCartney; Vice President Lakes and Inland Waters, John Fay; Vice President Government Services, Roy Mercer. Communications Department Director, yciwca Smith-, Editor, Charles Svenson; Managing Editor, Mike Hall-, Associate Editors, Max Hall and Deborah Greene-, Design Consultant, Dennis Goris. • Y' �mmm »iieswsw Sacco Deplores Ship Decline Under DOT, Seeks Improved Status for Maritime Administration PHIL CARLIP DLAD AT 94 Phil Carlip, who served as the SIU's chief Washington repre­ sentative from 1950 until 1978, died on March 25 at the age of 94. A familiar and respected fig­ ure on Capitol Hill for close to 30 years, he played a pivotal role in helping the Seafarers Union secure passage of scores of mari­ time-related bills, including the Merchant Marine Act of 1970, Active in New York City and state politics for more than a generation before coming to work for the SIU, he was named by SIU President Paul Hall to present maritime's case to Con­ gress. Known affectionately to everyone who worked with him as "Uncle Phil," Carlip achieved a near-legendary status in Wash­ ington, right down to his trade­ mark, an ever-present cigar. '.-•Ivy-' Played A Major Role As the SIU's chief Washington representative, Carlip played a key role in every major legisla­ tive battle, including the Cargo Preference Act of 1954, the Mer­ chant Marine Act of 1970 and the Energy Transportation Act of 1974, which failed to become law only after a presidential pocket veto. At the 1986 convention of the AFL-CIO Maritime Trades De­ partment, former Speaker of the House Thomas P. (Tip) O'Neill Jr. spoke of his deep friendship with Carlip. He said Carlip was the most respected lobbyist of his generation, and recounted a famous story involving former President Lyndon Baines John­ son. Johnson had called Represen­ tative Frank Thompson (D-N.J.) to gain his vote in the presi­ dent's effort to move the Mari­ time Administration from the Department of Commerce to the Department of Transportation. Thompson apologized but said he could not support the presi­ dent, he had already promised his vote to Phil Carlip. The president, who was not accustomed to hearing the word "no," looked straight at Thomp­ son and roared, "Who the hell is Phil Carlip?" Despite the roar, Thompson resisted the presi­ dent's pressure. Johnson lost the issue in both the House and the Senate. Carlip is survived by a son, Alfred, a professor at the State University of New York in Binghamton, a daughter, Sylvia Secunda of Bethpage, N.Y., and six grandchildren. MM ichael Sacco, president of iwE the Seafarers International Union, criticized the Department of Transportation (DOT) for "al­ lowing the gradual liquidation" of the U.S. merchant marine. Speaking before a Propeller Club audience of diverse ship­ ping groups, Sacco pointed to the decline of active U.S.-flag vessels from 612 in 1981 to fewer than 360 today. He suggested that the maritime industry "ought to be considering plans and strategies for getting out of our solitary confinement" by moving the Maritime Adminis­ tration (MarAd) out of DOT. As alternatives, Sacco pro­ posed switching MarAd back to the Department of Commerce or giving it independent agency sta­ tus. He said, "My experience is that the industry has trimmed its sails, has substantially increased its efficiency and has done vir­ tually everything within its power to become more and more competitive." Despite the ef­ forts, Sacco continued, "we have faced a continuing lack of critical and essential support from our government that the fleets of virtually every other na­ tion receive from their govern­ ments." Sacco listed the results of eight years of neglect from "the agency that once served as a watchdog and advocate of the private shipping fleet." In addi­ tion to a loss of more than 250 vessels in 1981 there were 25,000 seafaring jobs; in 1989, 13,000. In 1981 Construction Differential Subsidy (CDS) amounted to $871.6 million. Today there is zero CDS funding. Finally, the Reagan/Bush budget proposes complete elimination of the Title XI loan guarantee program. m ''i SW President Michael Sacco speaking to the Golden Gate Propeller Club. "Further," Sacco pointed out, "the Department of Transporta­ tion sits by idly as other admin­ istrative departments and agen­ cies continually seek to disregard cargo preference statutes." Even the courtesy of consulta­ tion is missing, noted Sacco, re­ minding the audience that DOT's draconian drug testing regula­ tions were dropped unexpectedly on the U.S.-flag fleet while ex­ empting foreign ships and alien seamen. A striking example of MarAd's failure to promote the industry was the "shameful decision to allow 11 Kuwaiti tankers to fly the U.S.-flag while the vessels were manned by foreign sea­ men," Sacco recalled. But "One of the most con­ vincing proofs of DOT'S deter­ mination to downgrade the role of U.S. shipping," Sacco noted. Gen. Duane H. Cassidy • • •• •y,:' -fM. "was its decision to eliminate the four maritime attache posts in the American embassies in Great Britain, Brazil, Greece and Japan" which served as "physi­ cal reminders to the world of America's position as a maritime nation and a world power." "Their closing," warned Sacco, "signaled to the world that the U.S. was continuing on the slide down to a second-rate power." After reviewing MarAd's "in­ ability to carry out the policies and objectives of the Merchant Marine Act," Sacco remembered the late Paul Hall's classic battle to defeat the Johnson adminis­ tration's plan to transfer MarAd out of Commerce and into Transportation. After the SIU Won that round. Hall came back to Congress with a bill to make MarAD an independent agency. Continued on page 10 Gen, Cassidy: 'Coaiition Can Revive Maritime' S peaking to the Greater St. Louis Area and Vicinity Port Council, General Duane H. Cas­ sidy told the audience of labor, industry and military leaders, "We just simply believe, with the right kind of leadership and the right kind of coalition, we can do something that is so badly needed—and that is turn the maritime industry of our countiy around. We absolutely need it for national defense." General Cassidy, who began his military career in the Air Force and who currently serves as commander-in-chief of the U.S. Transportation Command n^RANSCOM), talked about the importance of a coalition effort to bring about the revitalization of the U.S.-flag merchant ma­ rine. TRANSCOM is the Depart­ ment of Defense entity responsi­ ble for coordination of land, air and sea transportation of Ameri­ can fighting forces and military supplies. .... i Calling it a "disgrace" when the largest trading country in the world carries only 4 percent of its cargo. General Cassidy added, "And for an airman to stand up here and say that—I think it's fairly significant." The importance of the labor movement in supplying maritime manpower in the event of a cri­ sis, was cited by General Cas­ sidy as one factor which is bringing together a coalition of military officials, operators and unions to fight for a strong na­ tional defense. "We have a moment in time," said Cassidy, "when we have the right people in the right places" to help build the na­ tion's sealift capacity. The Greater St. Louis Area and Vicinity Port Council hon­ ored General Cassidy for his ef­ forts to build a strong and secure America. In addition, the St. Louis affil­ iate of the Maritime Trades De­ partment, AFL-CIO, honored three community leaders: Mi­ chael F. Shanahan Sr., CEO and chairman of Engineered Air Sys­ tems; George R. (Buzz) Westfall, St. Louis prosecuting attorney, and Gerald Thomas Feldhaus, business manager for the Asbesr tos Workers, Local 1. •M-.;' •S?!' �., , - : : .i '• : * ••'s .'t'*- ' • 7 ••.'-••V-;!•':' \7-'•^KV./ ^ 'l"".••-;(,•" '^,'- safumioe 4 '>' '.- :.'r •:. •'''i':,"'.t''.C-'--"•'••'. ^ •••-' '•••,.. 'iV '' 7' ". '.-• 7 \ • ' "• - •;. ••'y DEFENSE COMMISSION URGES 'DECISIVE AOION' TO UPGRADE NATION'S FLEET, CITES LACK OF SEALIFT RESOURCES n epeating its earlier warnings n that the United States faces a critical shortfall in its sealift ca­ pacity, the blue-ribbon Commis­ sion on Merchant Marine and Defense completed its two-year mission by recommending a joint venture by the government and industry in rebuilding the na­ tion's maritime strength. The Commission emphasized, as it has previously, that there presently are "insufficient stra­ tegic sealift resources—in terms of numbers and types of ships, trained personnel to operate them, and Shipyards to maintain and replace them—to carry out the national military strategy." And, the panel added point­ edly, "without decisive action the situation will worsen sub­ stantially by the year 2000." Underlying all four of the re­ ports} issued by the Commission has been the same basic mes­ sage: that America must have a merchant marine actively in­ volved in its peacetime com­ merce if the nation expects to have a military sealift capacity in time of crisis. "The deteriorated condition of America's maritime industries presents a clear and growing danger to the national security," said the Commission headed by former U.S. Senator Jeremiah Denton (R-AJa.), a retired Navy admiral. It painted this picture of the situation: "It is well established that fully 95 percent or more of the supplies needed to support our fighting forces overseas would have to travel by sea. Sealift would play a central role in the execution of our national mili­ tary strategy in time of war or national emergency, but a large proportion of the resources needed for strategic sealift would of necessity be drawn from among the militarily useful com­ mercial ships of the United States-flag merchant marine ... "Despite a historical national policy of drawing on the 'Fourth Arm of Defense' in time of war or national emergency, and de­ spite a series of legislative mea­ sures, dating virtually from the beginnings of the nation, that have been intended to support the merchant marine and ship­ yard industries in peacetime, the maritime resources of the United States have been and still are eroding." Earlier, the Commission had flatly rejected the claims of runa­ way-flag operators that America could rely on them both for peacetime commerce and mili­ tary sealift capability, warning that the nation "cannot be held hostage to foreign economic strangulation." It addressed this issue again in its final report, declaring: "The merchant fleets and shipyard industries of our allies are also in dramatic decline; they are not now and will not be suf­ ficient to offset the inadequacies of the United States maritime in­ dustries. In any case, the United States cannot in policy or prac­ tice depend on foreign assets, alone or in part, for assistance in situations where there are no commitments from our allies." The Commission concluded that it has fulfilled its mandate to recommend a program "to foster and maintain a United States merchant marine capable of meeting national security re­ quirements." Officially ending its work on March 31, the Comission laid out its "Plan for Ac­ tion" and declared: "It is now the responsibility of the nation's leaders in the Exec­ utive Branch, the Congress, and the private sector to take the necessary action to respond to the challenge presented by the deterioration of our maritime in­ dustries and capabilities." Established by Congress in 1984, the Commission formally came into being with the swear­ ing of its members in late 1986 and early 1987. It spent two years conducting public hearings throughout the country, taking testimony from government offi­ cials, union representatives, in­ dustry leaders and other inter­ ested in the nation's maritime capability. Prior to its final report, the Commission submitted three in­ terim reports to the president and Congress, all emphasizing the same basic theme—that the maritime industry was in serious decline and that a major national commitment was necessary to its revitalization. PAHEl SAn COSTS WOUIO BE TRIVIAl' COMPARED JO TOTAL DEFENSE $'s At a time when the government's defense expenditures are more than $300 billion, the total federal outlay of $13 billion between now and the year 2000 to correct the nation's sealift shortfall would be "trivial," the Commission on Merchant Ma­ rine and Defense emphasized. To fully implement the Commission's "Plan of Action" a cost analysis es­ timated total government expendi­ tures would be about $13 billion. In a letter to President Bush, Chairman Jeremiah Denton, con­ :>}- '•'A- \M'-: :•% •;4_- T ^1" ceded that the money involved is "significant in an era of federal defi­ cits and budget constraint." But, he emphasized, "the possible costs of failing to provide adequate sealift would be much greater." Beyond the contribution that a re­ vitalized inerchant marine would make to national defense, Denton told the president that there are added domestic economic benefits to be derived from the proposed pro­ gram. He said: "We estimate that the implemen­ tation of our recommendations would add 244 merchant ships to our sealift capability; provide reasonably well for a shipbuilding and supplier mobilization base by causing con­ struction of 194 of those ships in United States shipyards; create nearly 100,000 new jobs in the United States; generate more than $43 billion in Gross National Prod­ uct and $6 billion in federal tax rev­ enues; and help to continue the na­ tion's economic expansion through the 1990's. "When the economic benefits are considered, we estimate that the net investment cost to the federal gov­ ernment of the Commission's rec­ ommended program would be less than $6 billion over eleven years, and of course most of the economic and defense benefits produced by the expansion and growing health of our merchant fleet and our ship­ building industrial base would con­ tinue for many years beyond that period." coMMiss/ON RicoMmummm f'tp. •I' ,«?.-•• •••A' 1. 'i:' '•%•. ^,V - 7 " •^.' ,'• • •' ' . ' What the Executive Branch Should Do The Commission urged the president to reaffirm and restate a maritime policy clearly ac­ knowledging that a strong mer­ chant marine fleet and shipbuild­ ing and repair industry are vital to national security. In addition, the Commission called for a full-scale review of the way existing federal depart­ ments and agencies handle mari­ time-related matters; urged that the National Security Council take a hard look at the extent to which America relies on the socalled "eflfective-controlled" ships and foreign-flag vessels in meeting strategic and economic sealift requirements; and recom­ mended meaningful reform of the Operating Differential Subsidy (CDS) to ensure that the U.S.fl^ fleet is able to compete on the commercial sealanes of the world. The Commission also urged the administration to implement a national program for ship con­ struction in U.S. yards; enforce existing cargo preference laws; develop new programs to stimu­ late use of the U.S.-flag fleet in international commerce, includ­ ing encouragement of greater use of U.S.-flag ships by American firms and their overseas subsidi­ aries; and preserve, enforce and strengthen current cabotage laws. The Commission emphasized that presidential leadership is "absolutely essential" if revitali­ zation of the merchant marine is to continue. • Developing a design and build a prototype of ships opti­ mized for military utility and speed of construction. What the Legislative Branch Should Do • The report urged Congress to accept its responsibility for legis­ lative initiatives in a number of areas, including: • "Reforming the OperatingDifferential Subsidy program. • Reestablishing a "procureand-charter" fund to design and construct commercially viable and military useful vessels in U.S. yards. • Allowing the Defense De­ partment to obtain new cargo: ships through a "build-andcharter mechanism. • Limiting the loan guarantee program to oceangoing ships with potential military use. • Extending the scope of Cap­ ital Construction Fund. • Restoring the investment tax credit for shipowners and ship­ yards to levels in effect before the 1986 Tax Reform Act. • Strengthening ship repair provisions of the 1930 Tariff Act to limit foreign conversions or rebuilding, while at the same time providing a waiver of the duty if, within a five-year period, a ship owner spends in American yards an amount at least equal to the amount of duty. ContitiEted on page 24 • �jiFm,im JOINT KUNAGlMiNT/UNION COJUmtt pum AIDS maam CAMPAIGM M n industn'-wide policy for #1 distributing information on AIDS was announced by the Seafarers AIDS Forum for Edu­ cation (SAFE) steering commit­ tee, a cooperative group made up of both employer and union representatives. The SAFE steering committee, which held its second meeting at the union's headquarters in Camp Springs, also developed guidelines for handling AIDS re­ lated work-place issues. The four areas addressed by SAFE are education, safety and health, employment practices and health care cost containment. Committee members reviewed the programs SAFE has imple­ mented since its inception last year: articles about AIDS and HIV infection in the LOG, AIDS education classes for upgraders and trainees enrolled in the Liindeberg school, AIDS educational materials for members who make an information request and refer­ ral lists of AIDS community re­ sources for interested seafarers. Division Signs Pocti With ThFee Tug Boat '' ' ./''y/M' •> ,• • • The Seafarers AIDS Forum for Education (SAFE) steering committee, comprised of union and employer representatives, holds its second meeting to review current programs and develop guidelines on work-related issues. Over the next few months SAFE will tackle the sensitive issues of confidentiality, testing and the right to employment and job benefits for AIDS/HIV in­ fected individuals, reported Liz Reisman, the program's coordi­ nator. • W:-:- "'^1W- SIU DRUG sum UaRING DAK IS APRIL 24 IN FEDERAL COURT Federal District Judge Thomas Hogan set April 24 for a status hearing on the SIU's lawsuit against the Department of Trans­ portation's drug testing regula­ tions for the maritime industry. Filed in federal court by the SIU and the Transportation In­ stitute, the lawsuit states that the government's regulations are un­ constitutional and illegal. While violating individual privacy rights, the regulations also force U.S.-flag companies to police their workforces and bear the cost. The regulations do not af­ fect foreign-flag operators. On April 3, the government filed its response in court, argu­ ing that the Supreme Court has symbolically approved broad government mandated drug test­ ing programs. The Department of Transportation and United States Coast Guard, the govern­ ment says, are required to main­ tain safety on navigable waters. Drug testing prevents accidents and is therefore in the realm of public safety, claims the govern­ ment. The April 3 response was orig­ inally scheduled for March 10. However, the government re­ quested, and received two exten­ sions. The extra time was needed, said the lawyers, to re­ view the new administration's position on all drug testing pro­ grams and secondly, to evaluate the Supreme Court's decirions. SUPRtm COURT UPHOLDS DRUG-HSTING FOR RAILROAD AND CUSTOIRS WORKERS While the Federal District Court is considering the SIU's case against the Department of Transportation's drug testing regulations affecting maritime workers, two Supreme Court de­ cisions were made concerning screening and post-accident test­ ing. The Supreme Court ruled that the government regulations which allow railroad companies to test employees after an acci­ dent for drug and alcohol usage were allowable under the Consti­ tution and the Secretary of Transportation's statutory au­ thority. The high court also up­ held regulations which allow U.S. Customs to make a drug test mandatory for individuals being considered for promotions. The two decisions, announced in March, are the first rulings by the Supreme Court to determine the Constitutionality of manda­ tory drug testing programs for workers in jobs involving public safety and law enforcement. Neither case addressed the is­ sue of random drug testing. In the railroad case, the Su­ preme Court noted that evidence existed demonstrating that se­ vere alcohol and drug abuse by the industry's employees had caused or contributed to a num­ ber of significant train accidents. Because of this record, the court declared that no require­ ment of warrant or a reasonable suspicion that a particular em­ ployee is impaired is necessap', concluding that "the compelling governmental interests served by the regulations outweigh employ­ ees' privacy rights." Delivered by Justice Kennedy, the court's opinion on manda­ tory post-accident drug and alco­ hol testing of railroad employees was supported by seven justices with two dissenting. The Customs workers case was not as clear, as demon­ strated by the 5 to 4 vote of the supreme court justices. In order to obtain a transfer or promotion, customs service em­ ployees are required to pass a drug test. The court upheld the drug-screening program which requires a urinalysis test. In the courts opinion, pre­ sented by Justice Kennedy, drug screening did not violaite the fourth Amendment because "ex­ traordinary safety and national security hazards" could exist, if customs workers used drugs. Four on Court Disagree . Justice Scalia, in a scathing dissent, said there was no evi­ dence showing a drug problem among customs workers. "I do not believe for a minute that the driving force behind these drug testing rules was any of the fee­ ble justifications put forward by counsel here and accepted by the Court," Scalia wrote. "The only plausible explanation" is, as Customs itself has said, "im­ plementation . . . would set an important example ..." contin­ ued Scalia. The four dissenting justices in the customs employees case did not believe that the Fourth Amendment should be tossed out the window in the name of "setting an example." - •ii.v'.l-. A-'"U-, • "V-,'-L: • --ri-' • Mate CharlQi O'Bnan on the Tug Devon.' r i,-; i h^ SIU's inland Division ' : • wrapp€^ up negotiations with: three towing companies—Turecamo Coastal & Harbor Towing of Philadelphia, C.G. Willis, Inc. and Sabine Towing & Transpor­ tation Co., Inc. Turecamo, a new SIU com­ pany, signed an agreement cov­ ering wages, hours and working conditions for crewmembers em­ ployed on company vessels in the port of Philadelphia. Originally a family business j Turecamo Coastal & Harbor Towing is now a leading towing company on the eastern sea­ board. Turecamo recently bought Taylor Marine, Inc., a 75-year-old Philadelphia harbor towing company. The Union's negotiating team from Norfolk signed an agree­ ment with C.G. Willis, Inc. The company operates a barge line serving the Atlantic Intracoastal waterway. Willis's covered hop­ per barges and towboats shuttle from Philadelphia to Jackson­ ville, Fla. A collective bargaining agree- A ment between the SIU and Sa- 1^; bine Towing & Transportation Co., Inc. was ratified by crew- A members. Sabine, now a subsidi-A ary of SEQUA Corporation, op­ erates harbor docking and coast­ wise towing vessels in navigable waters in the Gulf of Mexico. Each contract covers the up­ coming three-year period. Each negotiating team overcame hur­ dles and produced labor agree­ ments which will benefit crewmembers and their families. I • h "M- ' �-.•3^ SIAFARIRS100 EflSIERN mm HONG TOUGH , .•'.- "".'yj'-'v!'- •„. . • jis uowao im aupm n * n an effort to break a strike by mechanics and ramp crews represented by the International Association of Machinists (JAM) at Eastern Air Lines, manage­ ment resorted to the bankruptcy route—^a favorite union-busting tactic of corporate raider Frank Lorenzo, who took over the car­ rier's helm three years ago. In a move that shocked the nation, Lorenzo used bankruptcy to bust Continental Air Line's unions in 1983. But with Eastern, it's dif­ ferent. This time, the unions are , ready. In a message to all Eastern pi­ lots who are honoring the ma­ chinists picket line. Captain John Bavie, chairman of the Eastern Air Lines pilots' council, said: "Chapter II bankruptcy envi­ sions continued existence of a corporation, under revised oper­ ating conditions, and in many cases, under new leadership. So instead of the continued slow dismantling of Eastern under Texas Air's plan, which would have resulted in the ultimate de­ mise of Eastern anyway, we have an opportunity to perform reconstructive surgery on the pa­ tient now, while it still has a chance to survive." Ironically, Eastern's unions "have never been more in con­ trol of their own destiny than they are right now," said Farrell P. Kupersmith, a financial con­ sultant to ALFA. "As long as the planes are parked, Lorenzo will have a very hard time dismantling Eastem . . . His choices are either to settle the strike and secure the airline on terms acceptable to Eastern's employees and credi­ tors—and the courts—or sell the airline to someone who will. In the end, it is because of the soli­ darity of Eastern employees that Lorenzo is, at long last, faced with some rough choices," Ku­ persmith said. , -."•i-l'';'I.:;',.; / -P:. Lormzo's Bag of Tricks After engineering the misuse of the nation's bankmptcy laws to bust unions at Continental Airlines, Lorenzo looked to ex­ pand his airline empire. After purchasing Eastern in 1986, Lor­ enzo presided over the system­ atic dismantling of Eastern Air Lines. He sold Eastern's most profitable assets and siphoned off hundreds of millions of dol­ lars from Eastern to Continental and the parent company, Texas Air. Now Lorenzo claims pov­ erty at Eastern. Since the notorious unionbuster acquired Eastern Air Lines, firings and other forms of harsh discipline have reached as­ tronomical levels. In 1985, be­ fore Lorenzo took over, 36 ma­ chinists were fired. With Lorenzo at Eastern's controls, there were 900 firings from 1986 1 ••I ated in 1938, the NMB has re­ quested an Emergency Board on 32 occasions. In each case, the president of the time, whether Democrat or Republican, has followed the NMB recommenda­ tion. This time, when the NMB proposed such action, the union urged the White House to act. But Lorenzo, a Bush campaigncontributor, objected and the president became the first to re­ ject an NMB recommendation. As AFL-CIO President Lane Kirkland said: "All of the travelling public should understand that they have only Frank Lorenzo to blame for the inconvenience they suffer. The unions accepted arbitration, Frank Lorenzo said no. The unions asked for a Presidential Emergency board and Frank Lorenzo said no." How Lorenzo Basted ContinentaPs Unions to 1988. This included a number of stewards, chief stewards and local union officers. To justify management de­ mands for extreme pay cuts, elimination of pension fund con­ tributions and dirt low wages for new employees, Lorenzo cited Eastern's $517.2-million loss over the past two years. But his other carrier—Continental—lost even more in the same period. It went into the red to the tune of $573.6 million despite having a non-union workforce. The Real issue Is Not Un^ Wages Over the past decade. Eastern employees continually demon­ strated a willingness to save the airline, voluntarily giving up $1.5 billion in wages. In negotiations preceding the strike, the I AM agreed to a pay freeze, major work rule changes and reduc­ tions in new entry pay scales. Eastern management has tried to portray the salaries of the company's baggage handlers and mechanics as way out of line. Yet other airlines pay better wages and make a profit. Lorenzo also refers to ramp and ground personnel as being merely "baggage handlers." But that ignores their vital role in fueling planes, positioning air­ craft and making crucial deci­ sions on weight and balance so that planes can fly safely. Eastern's ramp service work­ ers start at an hourly wage of $9.32 (about $19,000 a year). Their top salary after more than seven years on the job is $15.60 (about $31,000 annually). In a public relations barrage, Lorenzo talked about wages of $45,000 a year. To earn that much, a ramp worker would have to put in an additional 536 hours of overtime in a year. It's management that schedules overtime—not workers. Lorenzo wanted veteran ramp workers to accept a wage of $11.60—an $8,000-a-year pay cut—and a five-year wage freeze. This contrasts sharply with what's happening at other airlines. Ramp personnel eam up to $15.51 an hour at American, $15.93 at USAir, $16.53 at Northwest, $16.57 at United and $17.14 at Delta. And all of these carriers showed profits in 1988. Eastern Dismantled, Continental Expanded What is at stake, say Eastern's unions, is the survival of the air­ line as a separate company. They contend that Lorenzo's real purpose is to transfer Eastem's assets, routes and wealth to non-union Continental. As soon as it acquired Eastern in 1986, Texas Air extracted more than $700 million in financ­ ing, fees, loans and deposits from the carrier. Eastern directly provided Continental with more than $180 million in loans and payments. Texas Air, in turn, fimneled $800 million into Conti­ nental. One of the techniques used by Lorenzo was to force Eastern to sell its valuable computer reser­ vation system to Texas Air at a bargain-basement price. Al­ though outside financial analysts valued the reservation system at as much as $500 million, Texas Air bou^t it for only $100 mil­ lion—with a six-percent note that doesn't come due until the year 2012. While Lorenzo slashed Eastem's size by laying off more than 13,000 employees, he dou­ bled the size of non-union Conti­ nental. Lormzo Ti%g»s Strike Labor-management relations in the airline industry are govemed by the Railway Labor Act (RLA). This law makes it possi­ ble for a National Mediation Board (NMB) to assist in resolv­ ing contract negotiation differ­ ences. When labor and manage­ ment exhaust all avenues and still are unable to reach an agreement, the MNB can pro­ pose arbitration. The lAM agreed to have the Eastern issue arbitrated, but Lorenzo balked. The NMB also has the power to ask that the president estab­ lish an Emergency Board. Since the Railway Labor Act was ere- Lorenzo created Texas Air Corp. in 1980 as a shell: a hold­ ing company. Almost immedi­ ately, he began secretly buying Continental stock and, aided by a Civil Aviation Board (CAB) ruling, acquired 48.5 percent of the carrier. Continental's unions proposed an Employee Stock Ownership Plan (ESOP), which, in effect, would have allowed the workers to purchase control of the com­ pany. Continental's president agreed to the ESOP and pre­ sented the plan to the sharehold­ ers. But Lorenzo, with the lion's share of Continental stock, was able to block the ESOP. Conti­ nental's president shot himself to death. Texas Air and Loreiizo had won. By late 1982, Continental claimed it was losing money. Lorenzo personally persuaded pilots to forgo pay raises. The flight attendants' union offered to absorb $35 million but Lor­ enzo turned it down. Meanwhile, Lorenzo was ac­ cumulating cash through aircraft sales, loans and a Continental stock offering. As a result, de­ spite Continental's $84 million loss in the first half of 1983, Texas Air had close to $80 mil­ lion in the bank. In September 1983, Lorenzo put Continental into Chapter 11 bankruptcy. The airline shut down, laid off 8,000 employees and reneged on its union con­ tracts. Continental management announced that the carrier would resume operations in three days, but that employees returning to work would face pay cuts of 50 percent or more—flight attend­ ants from $29,000 to $15,000, pi­ lots from $89,000 to $43,000. A bankruptcy judge ruled in January of 1984 that Continen­ tal's bankruptcy was carried out in good faith, and the next month the U.S. Supreme Court ruled that Chapter 11 companies could cancel union contracts. Later that year. Congress passed a law making it tougher to use bankruptcy as a shield for invalidating union contracts. But it was too late to affect Loren­ zo's actions at Continental. • .iL,-' i '-a aC i'. % �n 'v— APRIl, 1989 " *• ••I'r 1:7 1 - '. UA , ' * 7. % Joining Eastern unionsV picket lines around the country, the SIU demonstrated its solidarity with the International Associa­ tion of Machinists (lAM), a fellow affiliate of the AFL-CIO Maritime Trades Department. The lAM represents Eastern Air Lines ramp and ground personnel. At airports around the country, the unity of Eastern's em­ ployees was in evidence. The machinists' strike was whole­ heartedly supported by Eastern's pilots, represented by the 1 Air Line Pilots Association, and flight attendants who are r, !•/.• . >1' : "II represented by the Transport Workers Union. '' - i •' ri/Ab'? • •• Maritiine Traies Sept. AFL-CIO SIU ipons UUL U^bOMElOlS m mmj SUPPORTS IT A, A/1 mKMWSTV >.7-' MBi . ;7'7pi uiM0imnmi TAC ;7 - f ^7 -<S •••• :•- • SrjfanOT Vwih Aniwka. ^ "j" , 'H., 'V-'.-.v-.-'i•; . - . ' , 'f- vL • Undaunted by die Mt^or who blocked a union demonstration at Jacksonville's airport, the AFL-CIO rallied in a nearby field and turned the event into a picnic. The SIU had a large presence at the rally. Pictured here, left to right, are: Tommy Wright, R. Hassan, Tony McQuay, M. Mostapha, Dan Duncan, Ed Haber, Bill Sharp, Robert Dillow, SIU Headquarters Representative George Ripoll, Dimitrios Pappiannio and John Dmochowski. • •:; jV • ^ Joining Gus Tsoilis, a member of the Machinists Lodge 1018 (left), are Teamster Local 810 Field Representative Jay Silverman and SIU Sea-Land shoregang member Charles DK)annio on the Eastern picket Une at LaGuardia Airport in New York. i : " y- t' :-7^.777C' •; ;.7''-'^t;'. • 77 % XAM SIU , SUPTOMS lEA^Ti^j $em I FRANOSOO] PAOONG rmmmtrn,. 1 If AH M" ^ I tv , OrnDIElectmim iWiMy^right and Bosun Robert Dillon represent the SIU In Philadelphia, Captain Lou Flade (third from left) and Seaman Charles ColUhs at a Jacksonville labor raUylpicmc (r^l0 join Eastern pUoks on the picket line, supportu^ Eastern machinists. . x'''KS7l7S' N SIU member Francisco SalmSem (l^ and UIW Rep Ruth Fernandez on the lAM Los Angeles picket line. .5* iSTRlttl p»^ Sl//^/^0'e73 'C-r SIU men rallied at the San Francisco Airport where despite heavy rain, AFLCIO unions stewed a poweifid demonstration of st^port for Eastern's machinists, pilots and flight attendants. PardciprUmg in the rtdty on behalf of the SIU were (1st row, left to right) OS Kyle Martin, ILWU member, SUP Patrolman Andy Anderson, (2nd row, left to right) Chief Steward Samuel ("Smitty") Smith, SIU Business Agent Gentry Moore, IBU member Doug Crute, SIU Steward Wilton Dominguez, ILWU Regiotud Director Leroy King, and Buck Mercer, SIU Govemment Services Division Vice President. At Washington, D.C.'s Natiottal Airport, SIU member Oscar Lopez walks the picket line. The SIU has supplied daily pickets for strike activity at National Airport. ITIIIYA Deepsea SIU men John Fleming (left), Dennis McKendal, Carlito Episioco, Dave Gordius, James Francis at the Los Angeles airport. I -a .;'xU; srl-^CZ-.v .V *ii,'*» i'LS:.:, - - �StAfARCRS 106 8 •ffir ."I BI6 OIL SPILL SLOWS SHIPPING FROM VALOa i • S hipping out of the port of Valdez, Alaska has been cur­ tailed by new procedures re­ quired in the wake of the Exxon Valdez oil spill. Immediately af­ ter the accident the port, from which 24 percent of domestically consumed oil originates, was shut down for five days. After reopening for the Alaska oil trade, tankers leaving Valdez can only do so in daylight and escorted by two tugs. On both incoming and outgoing tankers, pilots must have state and fed­ eral certification to navigate the entire Prince William Sound. In the past local pilots remained onboard only through the Valdez Narrows. The port of Valdez shipped an average of two million barrels of crude oil per day. As a result of diminished traffic, the current average is 1.2 million barrels per day. Q' SIU contracted com­ panies reported that ALYESKA—the combined own­ ers of the Alaska pipeline—has implemented breathalizer testing procedures for any nonALYESKA employees entering their property. In addition, be­ fore a vessel is allowed to leave the Valdez docks, the captain and Chief Engineer will be re­ quired to undergo a breathalizer test. The new regulations result from the Exxon Valdez running abound and creating the largest oil slick ever in U.S. waters. On March 24, a few minutes past midnight, the 987-foot su­ pertanker carrying a full load of $:• 'f '•'d "v; it- • 4:; 4 1.26 million barrels of oil, hit a reef while piloted by the third mate, it was reported. With USCG approvd, the vessel had changed to an inbound lane to avert ice chunks spotted in out­ bound lanes. A few minutes later the vessel hit Bligh Reef, creat­ ing six to eight openings in eight of the 13 cargo tanks. While trying to get back into the shipping lanes, it was re­ ported that the ship turned sharply back toward the main channel and struck the reef again, leaving about 30 percent of the vessel's bottom resting on a flat shelf area about 36 feet below the surface and spilling more than 10 million gallons of Prudhoe Bay crude oil. The accident, which occurred about 25 miles south of the en­ trance to the port oif Valdez, is being investigated by the Na­ tional Transportation Safety Board (NTSB). The NTSB will try to deter­ mine why the ship strayed so far off course in an area with rocks marked on charts and buoys. While the Coast Guard claims it is not responsible for continually monitoring a ship which is rou­ tinely skirting ice from the nearby Columbia Glacier, the NTSB will investigate C~y\ whether a warning could \ I have prevented the accident. ^ \ Fishermen have orgaN\ nized to protect their live^ lihoods, organizing more than 40 boats to assist with boom deployment. Exxon Shipping Company licensed officers have no union affiliation. Radiomen and unlicensed crewmembers are covered by a contract with a company-sponsored union. U5w Shipping Wins Amendment to Keep New Aki^a Oil ^ Domestic Gmsumption 4 coalition of maritime inter­ ests, including the SIU, sought export restrictions for any oil found and developed in the Arctic National Wildlife Re­ serve (ANWR). In a Senate Enr ergy and Natural Resources Committee vote, senators voted by a 12-7 margin to allocate oil found in ANWR for domestic use. The vote was an important step toward keeping Alaska oil for consumption by U.S. con­ sumers. Alaska oil has been car­ ried to the lower 48 states on U.S.-flag tankers. The export restriction amend­ ment was offered by Senator Bennett Johnston (D-La.) to leg­ islate authorizing oil exploration and development on the coastal plain of ANWR. 'ii. - . President Bush favors produc­ tion from oil reserves in ANWR. As a result of the Exxon tank­ er's oil spill, 14 environmental groups have asked the adminis­ tration to further study the ex­ ploration plan. However, Bush remains steadfast in his commit­ ment to explore ANWR, and ex­ plore it soon. On the House side. Merchant Marine and Fisheries Committee Chairman Walter Jones (D-N.C.) introduced legislation authorizing the controlled leasing of the ANWR coastal plane, located 70 miles east of Prudhoe Bay. The bill sets aside 260,000 acres for wildlife preservation, where ex­ ploration will be completely banned. Both the full Senate and House anticipate final action on legislation to authorize oil and gas exploration and drilling by early summer. • • ''V ergy independence by allowing continued development of Alaska oil. Natknai Sccnrity at Risk Development of ANWR oil becomes increasingly important as oil recovered from the North Slope declines throughout the decade. Without ANWR oil for domestic consumption, oil im­ ports will rise and nation secu­ rity interests will be threatened, the SIU has warned. The amount of imported oil has risen from 27 to 42 percent in the years 1982 to 1987. The cost of 1987 oil imports was $43 billion, the largest commodity in the year's huge $167 billion trade deficit. ThCiSIU has asked Con­ gress to defend the nation's en­ Also at stake is the nation's tanker fleet. As North Slope pro­ duction drops, so will the num­ ber of usable U.S.-flag tankers. Oil analysts estimate that fewer than 20 Alaska-trade tankers will be employed by the year 2000 unless new sources of crude oil are in production. ANWR oil would keep U.S.flag tankers in business and help meet the country's national se­ curity and strategic sealift needs, the SIU has argued. Providing fuel to military forces overseas is essential to any military maneu­ vers. �APRU^1989 Letters to the Editor FROM A RFTIRFD SEAFARER '• . I'i ' To the Editor: At this time, I would like to express my thanks to the offi­ cios and my many friends in the SIU. I would also like to give my blessings to the ones who have passed on. 1 have never been more proud of anything in my life as I have of being a member of the Seafar­ ers International Union. I am now retired for the past five years. I have no idea how I would make it without the help of the Union's pension and the Union's Welfare Plan in picking up the part that Medicare doesn't pay. For a person on a fixed income, those medical bills are something else. Being a member of the SIU and now a retired member of the SIU is a love I will enjoy to the end. My very best wishes to all. Leroy E. Joseph Sarasota, Florida StICK wm IHC SHIP To the Editor: In the early '80s, we lost our Med-Persian Gulf and Mediterra­ nean shuttles largely due to members flying home due to mostly phony medical reasons to collect unearned wages. They are now under foreign flag. Now that we have re-acquired the Manila, Subic, Kaoshiung shuttle, we are having the same problems and will lose them, too, if this continues. At a time when we are losing ships every year, we sure don't need that. There are a lot of us who would ride those runs. So please don't sell us down the river. If you don't want the jobs, don't take them. In the long run, you and I will be out of a job, and there are some of us supporting families. Please consider what I've'said. Richard B. Sanderson Seattle, Washington LIKES WELFARE PLAN To the Editor: Coming across the notice in the January issue of the LOG, "Want to be heard," is the rea­ son for this letter, hoping it will appear in the LOG informing the membership of the price of get­ ting sick and what the Welfare Plan has done for me. Having been a member from 1951 to the year of retirement in 1986, I have no regrets and never realized how good it is 'til I got sick about six months after retirement. I was doing just great when I suffered a very serious back problem. Having unbelievable pain, I went to one hospital for ten days and transferred to an­ other for six weeks as a bed pa­ tient ... After spending six weeks to the day, I was released and doing great, wearing a spe­ cial brace 24 hours a day for about six months. Getting blurry vision of the right eye, I went to the Eye Hospital and was told'I have 16 have an operation right away, right then and there . . The op­ eration was a success where pic­ tures were taken to be put in medical books. After spending three days as an in-patient, I was released and have been an out­ patient to the present day . . . The main purpose of this letter is NOT to feel sorry for me, but to inform the member what the Union has done for me as to my medical bills. Also you never fig­ ure it would happen to you, it's always the other person, but this time I was the other person. The Welfare Plan went through all the medical bills making sure that the bills paid by the Plan were called for by the doctors. It seems there was a bill of $500 the Plan questioned for medication that wasn't called for which wasn't paid by the Plan or by myself. The Plan does a wonderful job in paying the bills and sending me a statement for it. Being an out-patient to the present day, I have to pay when­ ever I have to go for treatments for which I'm reimbursed. I have heard patients talk of how they have to pay a percent­ age of the bills or paying into a medical plan, and I say to my­ self, "What a great union I be­ long to when the Plan pays 100%." The bills paid in my behalf are well over $55,000 and if I had to pay any part I'd be wiped out and be another person on the Street . . . I could continue, but feel I make my point stating I'll always be grateful to the Union for­ ever ... Walter Karlek Woodside, NY 'FEMAU MARINEIS EXaLLEMT IN JOB PERPNIMANCE' and provide support for their t) < families. I'm not denying the fact that there are some misfits out there but they are few and far between and they are gradually removed by their own action. We have a shipboard committee consisting of one delegate from each de­ partment (deck, engine and steward) headed by a ship chair­ man, usually the "Boatswain," to deal with any kind of problem that may occur aboard ship. This committee meets on a weekly basis and all crewmembers are required to attend. Any problem that cannot be solved aboard ship is referred to our union rep­ resentative that boards the ves­ sel on arrival in home port. If the problem cannot be solved by the union representative, a port committee hearing will be ar­ ranged consisting of a union rep, two company representatives and two independent delegates from the union rank and file. The case is also reported to the U.S. Coast Guard on arrival so appro­ priate action will be taken by them immediately. For somebody to label all mer­ chant marines a bunch of misfits that perpetuate sexual attacks on female mariners at will, is totally untrue and unfair. Since it is only in the last 12 years we have had female mariners on mer­ chant ships those alleged as­ saults need to be examined on a case to case basis. . . I can also assure you that 98% of all female mariners are excel­ lent in their job performance and that they are definitely morale boosters. There is no substitute for a warm smile. Women mari­ ners will always be welcome in our world and I'm sure I speak for the majority. John B. Lundborg Seattle, Washington Editor's Note: in March, the Tacoma, Washington Morning News Tribune ran an article enti­ tled "Women at Sea." The arti­ cle discussed a report by the General Accounting Office of Congress on sexual harassment experienced by female mariners and contained interviews with women who have worked on vessels. SIU member John Lundborg responded to the arti­ cle vvilK a letter to the editor/ '' Brother Lundborg, who has spent 37 years in the merchant marine, asked the LOG to re­ print his comments. *** In response to the article "Women at Sea" ... it particu­ larly rankles me since the story is totally lopsided. It is a total discredit to the hardworking men that go down to the sea and sac­ rifice their family life for a life on the high seas away from home, in order to earn a living JV£Xr Of KIN OF DECIASED SEAMEN CAN OBTAIN mill CERTIFICATES Mext of kip^eeking honorable Iw dischap^ certificates for de­ ceased y^rld War II merchant marinersNcan fill out Department of Defense form DD 2168. Ac­ cording to form DD 2168, a spouse, widow, widower, next of kin or legal representative can apply on behalf of a deceased mariner. Application form DD 2168 is available from the United States Coast Guard. The form requires the applicant to provide legal proof of the merchant mariner's death. The U.S. Coast Guard proc­ esses form DD 2168 and deter­ mines that the merchant mariner served in WWII between De­ cember 7, 1941 and August 15, 1945. A seaman who meets the Coast Guard's criteria who served in the merchant marine in oceangoing service during WWII is sent form DD 214, "Certificate of Release of Discharge from Active Duty." At the bottom of form DD 214 will be the word "Honorable." He will also get the Coast Guard's honorable dis­ charge certificate. The Coast Guard forwards the names and addresses of recipi­ ents of honorable discharges to the Maritime Administration (MarAd) of the Department of Transportation. MarAd in turn sends a special "Certificate of Service" to the WWII merchant mariner who received form DD 214. To date, MarAd reports that 27,000 WWII veteran merchant mariners have received the spe­ cial certificate. MarAd's "Certif­ icate of Service" came about by a law passed by Congress in 1988. This information was revealed in a letter to Brother Eloris B. Tart from the Maritime Adminis­ tration. Brother Tart has passed MarAd's response to the LOG in order to advise survivors of de­ ceased seamen of the application process. The Seafarers LOG welcomes Let­ ters to the Editor from all union members and retirees. On occa­ sion, due to space limitations, it may not be possible to run a letter in its entirety. r; m- V.-.v-'/Zv �.r- SEAFARERS LOG 10 '"A-.f. Amm CRCW RESCUES SAILBOAT FROM 50 MPH GULF STORM DURING TRAINING EXERCISE . 'i- I • , :'•'••• • •'• f On the day of an underway replenishment exercise, the Antares responded to a "May Day" call from a 46-foot sail­ boat. Despite 15-foot seas and 50 knot winds, the Antares stayed with the craft for 12 hours. The U.S. Coast Guard then relieved the Antares of operational con­ trol. The "May Day" call came while the IMC Antares crew was engaged in sea trials in the Gulf of Mexico. An underway replen­ ishment drill had just been can­ celed due to high seas when the Antares received the sailboat's call for help. BUSINESS AGENT GRIER RHIRES With her sails blown out and a fouled screw, this craft issued a "May Day" call. SlU crewmembers aboard the Antares responded. The Antares came across the sailboat during sea trials. •' f , MOBILE SEALIFT TRAINING TEAM VISITS WAnRMAN AND I.M.C SHIPS Lundeberg School instructors conducted specialized sealift training for Waterman and IMC while each company had vessels docked in Northern Florida. Instructors Bill Hellwege and Jeff Swanson conducted courses for Waterman crewmembers on Chemical, Biological and Radia­ tion Defense (CBRD); Damage Control, and Helicopter Opera­ tions. Hellwege noted that all three of Waterman's ships • GOV! DIVISION MEMBERS WELCOME NEW SHIP J,' :-f- li ;ifc 'Wry-.':- yw '1; ••.•-\ i:- :, ';• ,^^' • c.^^K^sd5fc3V.fc pi 'I.'J ',. SIU members in the Govern­ ment Services Division will crew the newest ship to join the fleet of Military Sealift Command, Pa­ cific (MSCPAC). Named after a pioneer of aero­ dynamics and hydrodynamics, the USNS Walter S. Diehl will be based in Oakland, Calif. It is a 677-foot fleet replenishment oiler, capable of carrying 180,000 barrels of fuel for combatant ships and aircraft. The new oiler will carry a ci­ vilian crew of 93 and a navy communications department of 21 men. It will be part of MSC's Naval Fleet Auxiliary Force, one of the components of the navy's larger Combat Logistics Support Force. The USNS Walter S. Diehl is the newest member of the MSCPAC fleet. The vessel's ci­ vilian crew will be members of the SlU's Government Services Division. JTC* Mi .1?!^ , George T. Grier, SIU Govern­ ment Service Division business agent, has retired after a 44-year career serving his fellow seafar­ ers. During 20 years of shipping with MSC, Brother Grier was in­ strumental in organizing the Mil­ itary Sea Transport Union (MSTU), the forerunner of the Government Service Division. In 1964, Brother Grier came ashore to work as a business agent handling beefs and provid­ ing union services to seamen employed on MSC vessels. Buck Mercer, SIU Govern­ ment Services Vice President, had high praise for Grier's suc­ cessful efforts in assisting mem­ bers and their families in filling out complicated annuity and death forms. In addition. Mercer said, he was adept at negotiating with management on behalf of MSTU members and was able to resolve the most difficult disputes to each party's satisfaction. Vice President Mercer noted that Grier will be missed by members and union officials alike. But, he added, "after 20 years on MSC ships and after 24 years as a union business agent, Grier has earned a well-deserved rest." DORSS MORAN AND MARITRANS LIBERTY IN FLORIDA 'More MarAd Ouf i" •' u p •-' • •* '• !• :v"H •'•• K-' ;• i "showed a great improvement in Damage Control since our visit a year ago." The Antares crew practiced underway replenishment (UNREP) while sailing at 36 knots per hour in 15-foot seas and 50 knot winds. Although this was the crew's first UNREP, the government observers on the vessel told the seamen they had performed well. "The crew was excellent and praised by all aboard," reported Hellwege. SIU members on the Antares successfully completed "man overboard" and fire drills and also received instruction in Dam­ age Control and CBRD. The Lundeberg School's mo­ bile sealift training team program was established in 1984 to assist SIU companies and crews make the transition from civilian prac­ tices to military sealift require­ ments. • ['-• Continued from page 3 Although both houses of Con­ gress passed the bill. President Johnson effectively killed it by using a pocket veto. Under Nixon, MarAd was substantially upgraded. The agency became part of the Department of Trans­ portation when Reagan assumed office. On behalf of the SIU, Sacco said, "Our Union means to move . . . and is sharpening its tools for the effort. We will cer­ tainly welcome the opportunity to work with all who share our view that America must have a viable shipping capability." ABITankerman Dave Summer has been working for Maritrans for two years. Brotiter Summer is pictured on the tug Liberty whUe it was tied to the GATX dock in Tampa, Florida. When tug Doris Moran pulled into Tampa's Gulf Marine Repair Yard, SIU reps met the vessel. Normally, the Doris Mpran works out of the Gidf. Pictured are Assistant Ei^ineer Lu LeToidevin (left), OS James Amaud and Chief Engineer Wallace Ashwood. �...:•• y^.:. APRIL, 1989 FOR ANOmER RECORD SEASON uRUtsr mm m 20 YORS, FIRST vtsstis AUIUDYSUUMG ITOUT began March 1 for SlU-contracted bulk carriers on the Great Lakes. It was the earliest fitout in 20 years, and with the number of vessels being broken out, this year promises to be an even better year than last which was the best season in more than :fiveyears. ^ A stronger deniaiul for steit and lighter than nbrnial icing on <)ie Lakes prompited the earlier than normal opening of the ^son. F The first ore port open was Marquette, and the MA^ Buffalo left Toledo March 20 to lead a fleet of four other American Steamship Go. vessels which followed her up the following day. All in aU, it should be another good year for our membership on the Lakes with sb^ger job oppoitunifies and the pronii^ increasing job security in the coming years. •Ir • li fit ; in W- • r'-S' • /'V^SIr f^tiecfdtand joe Hance, left, and Able Seaman Ron Vandercook await next dr^'s first salmg. (Note saiUng board announcement: "ASAP after CG Inspection." '-' J partment in the ASC fleet is seen here in the spodess gaUey of the American Republic. From left is Steward Herb Jacobs, Porter Yehia Raid and Second Cook Harry Pe­ tersen. ^ Able Seaman Larry Dudek and Bosun Terry Henretta take a coffee break ftrui^ duirfirudJUotU chores. £A0WSSff^SanJ^ttJto^n,Con-,: veyomtan Tm Orban and Abie Seaman Ron Bochek waii oid tkie CoasI Guard inspection in die warrrdh of the memwm. . .C.tr:'--.-- •A II; • • '« "'t'- J^JdhhCtiUrd member of the ASC Maudermnce Team, left, and AB Wheelsman Charlie Richardson compare notes as fitoUt mndis •• down. IPs teamwork that keeps -.v • and electrical plants op­ erating efticiendy and sttfefy. A part of that team is seen here in dte ermine console room. From left are OmOJirnBeland, First Assistard En^neer Eric Norton andQMEDMike Budnik. S TAe M/l^ American RepiiUic f^r^^ her dock in Cleveland as die Coast Guard competes dteiratmmlmspection,aii0' her crew prepares the b^ bidk carrier for herfirsttripof the season. J^Gedeman Alan Jidinson and Wiper Bidt Ereftetaan take ten m the messroomti ^ t , , . ' < 4 I ••• " V 1 • r i :r'-m '.•-J.;-At# Asmrn I '• liii ... �\:Y. -• ^ V , . : ^ ,f r ¥-• CHARLES f. ly/ISOiV -:i T:!.S :• • • 'i-i v;-'- .}y-' L-.." f ."1, ."i I JA^ AUe SeiiattitiH Ihury Kawka is Imi^^ chailenges even the best of the Great lAdtes saUorauH vHko ham to wmk om ttte -k "JA,. W^rMohseh Ehka^ toiA a aunu^for^l^w^ ginermm of the Clmles E. WM- QfHED Willis Evans posed for this photo in Uu eonstde roem. vv. -I •:,v.r .... -'.ft';,.' • ••: -I I-'. 'tr 'v' -'k. ! --i y.t ¥•• • • :"'If S' i:. ' if , . t. ,_ lUfihadJustcoikd a heaving Une when hepaused to have this jdteht taken agemst Oie t^erhouse pn a wet aod windy de^. , . .r-tk^r ^ k dtdte readyt Gateman Pat Patrieca, left, and CimvigwiiMM Bemn Mldar LaE^lte on de^ eaathe"amnmalritmalifthefitonL" • : AE Ifheedaheh M staiaBmg, nhdl^hmdBockerttalK cdtetf ••{[•nhiMhnmuss vdAA^onacPorf^ ^gmtjack AUen. �;•IIIs llliriMtft-| •••• i:Hilsr.%••' " MPRIk 1989 If A;"-' , i' ; ^ - W'S,;-- •; .V' • •' ' i'- - '' '••Ar-7A '•• • ;.' V j.-W' ,., •••••.•.*•,'t. ^ While the Coast Guani jettf fuushu^ thev onaual ia^pec^km. Boson Bob Mas-^i ten, left, AB Bmat Kkm^eeiebBriamd DiecU^^ took a break. ! ; ' •Mil: ^ Algonae PortAgent Jack AUen meets with some of the deck crew dwing a coffee bratk. Prom left are Able Seamen Tom Palmer, Doi^ WafieU and Brettdan • • biurphy. i'v ^ Steward Jim Badnick and Wiper Bk^ Rosso are bodt veterans of Bu Great Lakes. s."' Jj^ A cm^ of ej^rienced SlV and MEBA'2 er^fturnom hands stnile for the LOG fkoUi^epher in the es^ute console room. At left is QMED Jim Reilly, and at right is C^fEt^meer POMUBaker who sailed with the SlU in Bte early 1960% J| •. -:K/' - /ft, ' «,•"'i®' • 4 i ' yyyy' y'y-' •# -'ilr ,•'/ rm •': :U" - .-'M.V-. ^ Snow cottus early and stays late on the Lakes, so it's no surprise to have a bUzzard roar in from the northeast on the day before the fint scheduled sailing of the season. The Roger M. Keyes lays idottg ode a dock in Toledo while last minute preparations are being rturde for her trip to the Upper Lakes. . ••{ ' ft'\- . 'v. "-••'•jv '"•> -hv.-: .1'. •• .. �SOFARERS LOG ' ..''1' fy^ '''yr:^ :.'-Cii' -V- •>' ' ^ Dm Bihkmvsld, conveyorman,Uitfl, andAB Wheelsman Bob Emvold are veter0ns of the Great ' 11 The gtJtey crew ineludes one of the veterans of the SlU who will be retiring April 5 wUh 32 years on the Lakes. He is Second Cook James Thompson, center, who began his seqfaring life on the West Coast with the SIU in the eariy : I950's. He sailed most of his career on deck. With him are Steward Pood Bodamer, r^la, and Porter Ray Buzwah, at left. '' •' - ^ : 'Xi'ifm- ','•" v'-'l •-•>•: Jll^ QlHED Kerin Riee pritudfy exhibits his Welding Cert0cate from the Seafarers Harry Lundeberg School of Seamanship to QMED Herb Brandt who has 18 years sailing rime on the Great Lakes. Seafarer Rice earned his cert^ate after succesefulfy compfridr^ Ae Welding course in February and March during the winter htyup. '' 'w- at r^ht, andAB David Kole take a tJu nemMsgi's acHviries on deck. | / ' Hi- •11^ y; V' ^ The Mrv WilHam R. Roesch is one of the newer buUc carriers on the Great Lakes, and is one of the proud vessels of the Prit^le Transit fleet. Here, she lies alongside her dock in Cleveland during her an­ nual fltout. . eii • ?•' •$-.• If •nM: T 'V '-i ' 'I .| �• ' t' ••'* •' 15 APRIL, 1989 _ Know Yoiil Rights FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Account­ ants every three months, which are to be submitted to the membership by the Secre­ tary-Treasurer. A quarterly finance commit­ tee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Mem­ bers of this committee may make dissenting reports, specific recommendations and sep­ arate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agree­ ments. All these agreements specify that the trustees in charge of these funds sh^I equally consist of Union and management represen­ tatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the employ­ ers. Get to know youi^ shipping rights. Copies of these contracts are posted and available In all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained In the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mall, return re­ ceipt requested. The proper address for this Is: Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 Fiill copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts ^e available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to pro­ tect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY—THE LOG. the Log has traditionally refrained from publish­ ing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publish­ ing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports, the responsibility for Leg policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may del­ egate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any memberpay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union head­ quarters. CONSTITUTIONAL RIGHTS AND OBLI­ GATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately no­ tify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION—SPAD. SFAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with im­ proved employment opportunities for sea­ men and boatmen and the advancement of trade union concepts. In connection with such objects. SPAD supports and contrib­ utes to political candidatesfor elective office. All contributions are voluntary. No contri­ bution may be solicited or received because of force, job discrimination, financial re­ prisal, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason of the above improperconduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and re­ fund, if involuntary. Support SPAD to pro­ tect and further your economic, political and social interests, and American trade union concepts. EQUAL RIGHTS. All members are guar­ anteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no mem­ ber may be discriminated against because of race, creed, color, sex and national or geo­ graphic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquar­ ters. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or Information, he should immediately notify SIU President Mi­ chael Sacco at Headquarters hy certified mall, return receipt requested. The address Is 5201 Auth Way and Britannia Way, Prince Georges County, Camp Springs, Md. 20746. mUAMim: FINl CRIW, GOOD FOOD ; j... • :• • ''-v. • t,i- . . ; v/i u-m. : When the OMI Willlamette sailed into Charleston, SIU Patrolman Anthony McQuay was there for the payoff. The crew told McQuay the food had been excellent on the Willamette. The tanker was on its way to Texas. Patrolman McQuay, who works out of the SIU hall in Jacksonville, told the LOG that the Willamette had anhexcel- ' lent crew. •f • Bosun Marvin McDuffie (left) and AB Walter Hildabrant on deck after checking the vessel's lines. Chief Cook Joe Clark fixes a meal of oxtails, steak, potatoes, rice, gravy and vegetables. After payoff in the galley AB Marvin Henry (left), OMU David Ballard, SIU Patrolman Anthony McQuay and GSU Larry Griffin take a moment for a photo. Steward Baker John Samuels before preparing lunch. QMED/Pumpman Joe Martin comes out of the engine room. SHIPPING WORKS BEST WHEN WE SAY: "Union Yes" is the message being heard by millions of people around the country on television, radio, billboards. In nationally televised spots, celebrity spokes­ persons Tyne Daly, Jack Lemmon, Howard Hesseman and . Edward James Olmos provide personal testimonials on how unions have made a difference in their lives. Individual unions have tailored the "Union Yes" message for their communities. A Clerical workers organizing at Harvard University used the "Union Yes" message to com­ municate the positive aspects of union membership. The Brick­ layers union created "Union Yes" spots for its organizing drive. The union reports in one city over 500 responses to its ad, signing up over 300 people and 14 contractors. The SIU hhs its own version of the "Union Yes" theme. Corrections from March Issue: On page 6, Terry Hoinski appears on the left and Captain Flade's first name is Lou. On Page 13 Joe Powers is lectured third from the left. y �«iEK^i«jS3 Jh. SEAMfffJIS LOG lUHDlBlKG New Shiphandling Coutse voawm Established at Lundeberg Schoo/, DinmsiHi Buuim First Classes to Start May 15 • •: " '• 'T»M;'-.; I' Pictured here is a futt view of the SHLSS ship simulator bridge, as the students see it, with radar scopes, helm controls, radio and navigation aids. Not pictured is a rear projection screen which allows students to see what's happening aft. %• :'••.' i-' •i;. '• '• ,• r he first formally established Shiphandling course ever held at the Seafarers Harry Lunde­ berg School of Seamanship is planned to begin May 15 of this year. This course has been de­ signed to provide realistic bridge watchstanding training for stu­ dents preparing to obtain one of the various Coast Guard Deck licenses. When final approval is granted by the Coast Guard, students will receive credit for up to a maximum of 60 days of sea time on vessels of unlimited tonnage. However^ time gained from this simulated training can only be used once but cannot be used as recent time. The 10-day course curriculum includes classroom lectures and simulated underway watchstand­ ing. Special areas of skill devel­ opment will include: basic shiphandling, restricted waters shiphandling, emergency shiphandling, underway watch-stand­ ing management, vessel-to-vessel communications, review of the rules of the road and lateral and I ALA buoyage systems, review of the use of radar—including the use of collision avoidance radar. The SHLSS simulator is capa­ ble of providing the student with six different types of ships to op­ erate, ranging from a 2,400 horse­ power pusher tug to a 250,000 DWT diesel tanker. Three auxil­ iary bridges are available to pro­ vide interaction among traffic ships. Each of these bridges can be maneuvered independently of all other vessels in an exercise. Immediately rfter an exercise is completed, the students re­ view their actions to learn from their mistakes. The geographic plot shows all the exercise ma­ neuvering data. The time-based graphs present data indicating speeds, courses, RM of engines, and other technical information. In order to successfully com­ plete the Shiphandling course, the student must pass a multiple choice examination on the basic theory and principles involved in shiphandling as well as demon­ strate this knowledge on the ship simulator. For the maximum benefit of the student, class size is limited to six students. If you are inter­ ested in this new course, contact the SHLSS Admissions Office. For further information on the class curriculum talk to the school's Director of Vocational Education. Lundeberg School Instructor Jim Brown with students on the smulator's bridge. M new Limited License ProFl gram has been instituted by the Vocational Department at SHLSS. This progam will cover original and upgraded licenses, inland and near coastal for: 500/ 1600 Ton Mate, Operator, and Second Class Operator Unin­ spected Towing Vessels (U.T.V.), 100/200 Ton Mate and Master, Limited Assistant and Limited Chief Engineer courses. This will be an eight-week cur­ riculum with CPR, First Aid and Firefighting also included. The first course will be offered from July 17 to September 8. Classes will be limited to 12 students, accepted on a first come first serve basis. Members applying for this program require an evaluation of sea time by the U.S. Coast Guard and cannot be accepted in the course until their sea service is approved by U.S. Coast Guard, Baltimore, Md. The ad­ dress is as follows: United States Coast Guard Marine Safety Office United States Customs House 40 South Gay Street Baltimore, MD 21202 When your application for li­ cense is sent in for review, a handwritten note must accom­ pany it requesting that Seafarers Harry Lundeberg School of Sea­ manship be notified that your ap­ plication has been reviewed and accepted. Upon notification by the Baltimore Regional Examin­ ing Center we will schedule you for the next available class. SHLSS will require you to fill out the Upgrading Application featured in the LOG, listing any current licenses or certificates held. You must also have a cur­ rent SIU clinic card and have your dues up to date. Graduating This Month From the Lundeherg Schooi •> f li V 4; -Vr i-Vf STANDING IN FRONT of the SHLSS's automation board are this month's FOWT class graduates. Taught by Jim Shaffer (standing, far left) the six-week course covers a wide range of topics ittcluding engitte-room equipment, boiler parts, fire fighting, starting and securing main engines. These men having fittished the course are now prepared for the Coast Guard's General Safety, Oiler and Fireman! Watertender tests. First row left to r^ht: Nelson M. Roman, Kevin G. Wade, Curtis K. An^on, Lawrence Thorboume. Second row: Hector Frederick, Jeffery Parrish, Hamid Hizam, Steve Hansford, Ramon R. Urag, DeMyron Walker. Third row: Jim Shtffer (Instructor), T.C. Shaddox, Paul J. Duguette, Donald A. Thornton, Dean Klenkc, Uoyd Nelson, Troy L. Fleming, Terry Hapmon. Fourth row: Troy Sw^er, Bryan G. Chan, Terry Busk, Rich Natoli, Dennis Ctoy, Julio M. Tapia, Jeff Robertson. ANYONE WHO HAS a rating in Oteir department, whether FOWT, AB or even Assistant Cook, can take the four-week long Welding course. These men have acquired a valuable skill. In addition to classroom work, their practical training in the SHLSS vocational shop includes electric arc weldmgicutting and oxy-acetylene brazu^, weldmgicutting. First row kneeling left to right: Earl Chappel, Willie Franks, Ken Booker III, Dan Thomas. Second row: Bill Foley (Instructor), Michael Kelly, Charles D. Lore, Kevin A. Rice, Mark G. Lawrence: I:- �Anai,i9S9 Dtspatcheis Report for fofond Waters MARCH 1-31, 1989 •TOTAL REGISTERED All Groups Class A Class B Class C Port New York Philadelphia Mtiiiwm Norfolk Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Aigonac St. Louis Pinev Point Totals TOTAL SHIPPED All Groups Class A Class B Class C Meetings Deep Sea, lakes. Inland Waters ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT "•* Port I New York 1 Philadelphia IjgBltimor^ Norfolk Mobile New Orleans I Jacksonville I San Francisco ISPmingfcpii Seattle Puerto Rico Houston I Aigonac St. Louis ' 't' Pfney Point Monday, May 8 New York Tuesday, May 9 Philadelphia Wednesday, May 10 Baltimore Thursday, May 11 Norfolk Thursday, May II Jacksonville Thursday, May it Aigonac Friday, May 12 Houston Monday, May 15 New Orleans Tuesday, May 16 . Mobile Wednesday, May 17 San Francisco Thursday, May 18 Wiimingtott jMonday, lyiay 22 , Seattle Friday, May 26 ? San Juan Thursday, May 11 ^ ^ dii St. Louis ,, Friday, May 19^ Hmidiulu Friday, May 19 Duluth Wednesday, May 17 Jersey City Wednesday, May 24 New Bedford Tuesday, May 23 • r'V- mrnk' , Totals Port i^eivYork Philadelphia i Baltimore, Norfolk Mobile New Orleans Jacksonville^ San Francisco llplmington Seattle Puerto Rico Houston lAlgonaC iSt. Louis i - IftJPiyM. PmiMids iPiney PoinL ^ Totals 59 130 49 44 58 16 66 164 97 •"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. Dispatchers Repert for Great Lakes CL—Company/Lakes U-Lakes MARCH 1-31, 1989 Port Aigonac Port Aigonac Port Aigonac Port Aigonac NP—Hon Priority •TOTAL REGISTERED All Groups Class CL Class L Class NP 0 21 2 0 8 1 0 3 1 b TOTAL SHIPPED All Groups Class CL Class L Class NP DECK DEPARTMENT 0 36 1 E29G1NE DEPARTMENT 0 26 1 STEWARD DEPARTMENT 0 9 0 ••REGISTERED ON BEACH Ail Groups Class CL Class L Class NP 0 29 3 0 8 1 0 16 1 30 44 97 35 25 55 0 'Total Registered" means the number of men who actually re^stered 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. 23 21 0 0 0 71 0 0 0 Please get in touch with George J. Anderson, 22576 Lan­ yard St., Boca Raton, Fla. 33428. Stanley Corenski is trying to get in touch with you. Please write him at 15031 Chatsworth St., #18, Mission Hills, Calif. 91345, or call him at (818) 3611926. VII An old friend, Brenda Yahes, is trying to get in touch with you. Please write her at 6023 N.W. Expressway, San Antonio, Texas 78201. Please contact your parents at :(817) 482-6427. CaiU your mother at (301) 342:9288.;V- m: ^ �^awjiiasii -• '••,••"- ''y' '•" •' ' '• - 'i-'\ 'iv' •••'••. SOFAReHS 106 :-r"p- ,-a:FFW. TWiNtYONI SUfARm BlCOMt PENSIONtRS "«tfi iim Retiring this month are 21 SIU Atlantic, Gulf, Lakes and Inland Waters seafarers. The pensions, which will be received monthly, were ap­ proved by the Seafarers Pen­ sion Plan. The pensioners are entitled to receive a pension check every month for the rest of their lives. I't' ' ilffhiir'':'. • i' -4;-J Deep Sea 4';• 'A:/:"'' • ' . i. • •" •' % , •••^'•' •• ' •'"' KICHAlID W. ANSiiilSOPi Richard W. An-^ derson, 65, joined the SIU in 1952 in the port of New York. A graduate of the SHLSS entry program, Brother Anderson sailed as a chief electrician, but has held all ratings in the engine department. Bom in Jersey City, N.J., Sea­ farer Anderson is a veteran of the U.S. Ar Force, serving from 1946 to 1949. He shipped out of the port of New York and makes his home in Elizabeth, N.J. jiMHe Bianyiius ^l:i' cently as a bosun. Brother Car­ roll was born in the Bronx, N.Y. and shipped out of the port of San Francisco, where he now lives. Seafarer Carroll also served in the U.S. Navy froih 1943 to 1947. CALVIN L. CHERRY Calvin L. Cherry, 64, was bom in Fulbright, Texas. He joined the SIU in Houston in 1960, receiv­ ing his class A seniority in 1971, although he started sailing as early as 1943. Brother Cherry sailed as a GSU out of the port of Houston, where he still lives. StEVEN L. CC»KER Steven L. Coker, 65 joined the Union in 1967 out of the port of Norfolk, Va. He sailed in the deck department. Brother Coker first sailed on the C.S. Long Lines (Isthmian) as an AB in 1965. Born in Roanoke Rapids. N.C., Seafarer Coker was a vet­ eran of the U.S. Air Force from 1945 to 1946. He also completed the bosun recertification program at the Seafarers Harry Lundeberg School in 1982. Pensioner Coker now lives in Scotland Neck, N.C. PATJ.COLmWA Pat. J. Colonna, 65 joined the SIU in the port of New York in 1954, but had been sailing since 1947. Seaman Colonna was born in Jersey City, N.J. Brother Co­ lonna sailed in the engine depart­ ment, first as an oiler with the Isthmian Steamship Co. Seafarer Colonna also served in the U.S. Navy from 1943 to 1946. He now resides in Apollo Beach, Fla. John Bekiaris, 61 joined the Union in 1964 in New York and upgraded to class A seniority in 1964. Brother Bekiaris graduated from the Andrew Furuseth Training School in New York in 1960 and sailed in the deck de­ partment. His first SIU vessel was the SS Steel Surveyor (Isth' mian Lines), where he sailed as an OS. Seafarer Bekiaris, who was bom in Corinth, Greece, be^ came a naturalized U.S. citizen in 1963. He now lives in Athens, Greece. MMOSSmwmCE James H. Bruce, 65, was born in Galvez, La. He joined the SIU in the port of Houston in 1964 and received his full book mem­ bership, class A seniority, in 1971. Brother Bmce, who sailed in the deck department out of the port of New Orleans, La., also served in the U.S. Coast Guard from 1942 to 1953. Sea­ farer Bmce resides in Prairieville. La. CHRISTOIS D. fUM&OlIS Christos D. Florous, 55, started sailing in 1968 with Hudson Waterways and joined the SIU in 1970 in Yokohama, Japan. Brother Florous attended Quar­ termaster and LNG training courses at the SHLSS in 1978, and in 1981 completed the bo­ sun's recertification program. Bom in Greece, Seafarer Flo­ rous became a naturalized U.S. citizen in 1974. He now resides in Astoria, N.Y. JOSEiil M. CASRQLL Joseph M. Car­ roll, 63, joined the SIU in 1943 in the port of New York, He sailed in the deck depart­ ment, most re­ OaUSTCmER R. fLOIVERS Christopher R. Flowers, 62, joined the Union i|fl952 in the port of New York. He sailed in the deck de­ partment. Bom Calvin T. DeSilva, 62, started sailing with the Union in 1951 in the deck depart­ ment. Bom in Trinidad, Bro­ ther DeSilva be­ came a naturalized American cit­ izen. Sailing out of the port of Jacksonville, Fla,, most recently as a bosun. Seafarer DeSilva makes his home in Orlando, Fla. in Aurora, N.C., Brother Flow­ ers also served in the U.S. Navy from 1944 to 1946. Seafarer Flowers shipped out of the port of Houston and lives in Channelview, Texas. MIES Kim James Keno, 71, started sailing with the SIU in 1943 in the port of Norfolk, Va. Born in Ala­ bama, Brother Keno sailed in the steward department where , he was chief cook and master baker. Seafarer Keno partici­ pated in the Moore McCormackRobin Line beef in 1962. He at­ tended the SHLSS Piney Point Educational Conference in 1972 and completed the steward re­ certification program there in 1981. Brother Keno shipped out of the port of New York and makes his home in New York City. • • William Y. Mims, 65, started sailing in 1945 and joined the SIU in 1953 in the port of New Orleans, La. A member of the deck department, Brother Mims was bom in West Point, Miss. He now resides in Sun, La. CONLIN M. MURPHY Conlin M. Mur­ phy, 66, was a member of the Marine Cooks and Stewards Union and joined the SIU in 1952 in San Francisco when the two unions merged. Born in El Dorado, Miss., Brother Murphy also served in the Army from 1941 to 1944. He presently resides in San Fran­ cisco, Calif. £NasE.fyrr Enos E. Ott, 65, •was bom in Vir­ ginia and joined the SIU in 1947 in the port of, Baltiimore. He sailed as an AB. In 1975 he at­ tended the SHLSS Quartermas­ ter upgrading course. Upon moving to the West Coast, Brother Ott shipped out of the port of Seattle, Wash., where he now lives. IHMtEirr T. REIfEZ^ Robert T. Rentz, 44, joined the Union in the port of Baltimore in 1964. He sailed in the engine de­ partment. Born in Glen Bumie, Md., Brother Rentz first started sailing in 1963 aboard the Alcoa Commander as a utility. He presently resides in B^timore, Md. PAiILM.ROI»WBCH9 Paul M. Robinson, 65, started sailing with the SlU in 1973 in the port of Duluth, Minn. He sailed in the engine department. Brother Robinson served in the U.S. Army from 1946 to 1949. Seafarer Robinson shipped out of the port of Algonac, Mich. and now lives in Georgetown, Ky. IplllLBSR. SAWYER • Charles R. Saw­ yer, 63,joined the Union in 1955 in the port of Baltimore, but had been sailing since 1945. Bom in Stockbridge, Mass., Brother Sawyer sailed in the deck department. He makes Houston, Texas his home. |fS% JOANNES SOREL Johannes Sorel, 65, joined the SIU in New York in 1952, al­ though he began his sailing career prior to that time. Born in Rotterdam, Holland, Brother So­ rel sailed in the deck depart­ ment. He participated in the 1962 Moore McCormack-Robin Line beef. Seafarer Sorel com­ pleted the recertified bosuns course at SHLSS in 1975. A res­ ident of Pensacola, Fla., Sea­ farer Sorel shipped out of the port of Jacksonville, Fla. GLEN C, STANFORD Glen C. Stan­ ford, 62, started sailing with the SIU in 1955 out of the port of New Orleans, La. Born in Poplarville. Miss., Brother Stanford shipped out in the deck department, most re­ cently as bOsun. He completed the bosun recertification course in Piney Point in 1975. Seafarer Stanford also served in the U.S. Army from 1945 to 1946. He makes his home in Slidell, La. FRED VANCE Fred Vance, 61, joined the SIU in 1953 in the port of Cleveland, Ohio. He formerly worked on the Great Lakes. Brother Vance sailed in the engine department. Born in Pennsylvania, he served in the U.S. Army from 1945 to 1950. Seafarer Vance upgraded at Piney Point. In 1976 he com­ pleted the QMED seniority pro­ gram and in 1977, the diesel class. He resides in Mpnessefi^ S bdanil ^ ^ - ' '' "I MANIifELlLAi^^ Manuel R. Alvarez, 55 was is­ sued his SIU book in 1957 in the port of Baltimore. He sailed for 21 years with Baker-Whiteley Towing Co. and was licensed as a chief engineer. Bom in Balti­ more, Brother Alvarez served in the U.S. Coast Guard from 1952 to 1956. In 1985 he took the re­ frigeration systems course and the welding course in Piney Point. Seafarer Alvarez makes his home in Linthicum, Md. fi-l �APRIL, 1989 -— IHspatfdieis Report for Deep Sea Seahtm brim&lhMl MARCH 1-31, 1989 Port New Yprfc^°^^ Philadelphia iBaltimore Norfolk ^ Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Honolulu Houston . St. Louis Piney Point Totals rj: p^56|i^2:: 11 ^ is' PPxP'A'- : 6 4 4 13 30 m: w PAX •yx '3 XA' " 551 5 ' 91 -• . itV - :3Lmpx-Ps' ' '•X2x pPppPA. \ PA Px-P'-S 'P 6 7 0 12 8 18 10 12 2 1 13 10 2 7 1 0 2 2 2 7 2 0 0 5 8 3 ' 0 ^ 3 5 3 5 ..2- V. 5 10 29 16 52 0 1 .... ^ 2 2 10 'r'- 62 34 1 67 10 20 1 5 11 54 8 0 •'-•; I 0 505 58 M'4- 5 0 9 5 'gvO.' •.••, 1 4 0 7 60 75 233 ENGINE DEPARTMENT \'5XPX: 0 .4 :'^''-3V:;,46 • 18 6 0 XXxxPxA' •• -O'^ 1 •PPXPPS. 0 11 3 13 7 3 1 2 13 2 0 10 2 35 0 2 10 4 29 10 2 .19 'n,//.10 5 0 13 5 . 5. r. 1 4 :2 ' 42 20 . 2 8 8 12 8 14 3 .Of 5 4 8 7 17 2 1 7 10 1• • 0 ••• 3,.:.;3;: 4 83 133 • 5 11 4 12 7 5 • -2 10 5 13 0 '•; 0 1 0 2 7 STEWAim, DEPARTMENT Port New Philadelphia IBaltimorei Norfolk Mobile New Orleans B 0 11 11 21 ij- San Francisco Wilmington Seattle Puerto Rico Honolulu r Ubifstoffl St. Louis Piney Point Totals 10 25 15 28 -.. 49 •••14 : 26 ••>;•'• 5 48 4 13 2 13 8 Port New York Philadelphia Baltimore Norfolk Mobile New Orleans Jacksonville ' San Francisco Wilmington Seattle Puerto Rico Honolulu 'Hdustohf® •St. Louis Piney Point Totals 1 5 1 0 7 9 3 t 44 ' ZU ,, - J 7R /o .i,v f «T ,n '' • 1 6 2 4: If: 19 5 8 7 0 25 .'io'* 1 0 P'2 '• p 3. 164 70 . 8 7 11 0 34 1 1 3 M 0 15 p, ' 26 i.!. ^ 123 48 27 - 102 274 mm 101 31 7 0 4 10 0 5 ENTRY DEPARTMENT Port New York Philadelphia Baltimore m Norfolk Mobile New Orleans ; Jacksonville • ^ San Francisco I Wilmington Seattle Puerto Rico Honolulu J^Hiluston i 1st. Louis Totals Totals AO DqHuHneiits 821 367 365 575 281 276 190 1,292 556 471 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. Shipping in the month of March was up from the month of February. A total of 1,322 jobs were shipped on SlU-contracted deep sea vessels. Of the 1,322 Jobs shipped, 575 jobs or about 43 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. A total of 190 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 9,694 jobs have been shipp^. ' Midnel Sacco, Joseph Sacco, Executive Vice President ^ Joe DiGiorgio, Secretary-Treasurer Angus "Red" Campbell, Vice President of Contracts Jack CafTey, Vice President Thomas GHdewell, Vice President George McCartney, Vice President John Fay, Vice President Roy A Mercer, Vice President Sitye EAntyy Vice President ••REGISTERED ON BEACH TOTAL SHIPPED Trip All Groups All Groups ReUefs Class A Class B Class C Class A Class B Class C DECK DEPARTMENT •TOTAL REGISTERED All Groups Class A Class B Class C ^ ;i-1 -J) V HEADQUARTERS 5201 Auth Way Camp Springs, MD 20746 (301)899-0675 ALGONAC 520 St. Clair River Dr. Algonac, MI 48001 : (313) 794-4988 BALTIMQRE l2l6 E. Baltimore St. Baltimore, MD 21202 (301)327-4900 DULUTH 705 Medical Arts Building Duluth, MN 55802 (218) 722-4110 HONOLULU z.' . 636 Cooke St. 3 Honolulu, HI 96813 / (808)523-5434 HOUSTON , " 1 1221 Fiercest. Houston, TX 77002 (713)659-5152 /'fc 'i-: JACKSONVILLE 3315 Liberty St. , V, 1? Jacksonville, FL 32206 ? (904) 353-0987 JERSEVCITY 99 Montgomery St. Jersey City, NJ 07302 (201) 435-9424 ,• / MOBILE 4640 Dauphin Island Pkwy. Mobile, AL 36605 ; (205) 478-0916 NEW BEDFORD 50 Union St. New Bedford, MA 02740 (508) 997-5404 .'f '•S.: NEW ORLEANS 630 Jackson Ave. New Orleans, LA 70130 (504) 529-7546 -.5 . NEW YORK 675 Fourth Ave. Brooklyn, NY 11232 (718)499-6600 NORFOLK 115 Third St. Norfolk, VA 23510 (804) 622-1892 •m PHILADELPHIA 2604 S. 4 St. Philadelphia, PA 19148 (215) 336-3818 PINEY POINT St. Mary's County Piney Point, MD 20674 (301)994-W10 SAN FRANCISCO 350 Fremont St. San Francisco, CA 94105 (415) 543-5855 SANTURCE 1057 Fernandez Juncos St. Stop 16 Santurce, PR 00907 (809) 725-6960 SEATTLE 2505 First Ave. SeatUe, WA 98121 (206)441-1960 ST. LOUIS 4581 Gravois Ave. St. Louis, MO 63116 (314)752-6500 WILMINGTON 510 N. Broad Ave. WUmington, CA 90744 (213) 549-4000 • u VV\' • •TVi'vi. 'PX ; :i3' gf I :: W:.. •». • V: V. •j P .v-.-.r n l:,'r . •1 li' mm �-kkik: 20 ''JJ'. " -y ,V_;; . / •:, 1v;v\ • • • V." .-.••V*' '' ufi-. 6 • J'' •-.%*,"• • •"•i'-H:,." I n December of 1988, the Seafarers Welfare Plan sent a letter to all plan participants describing a new program called "COBRA." COBRA allows an employee to purchase health care benefits when he or she becomes ineligible to receive health and welfare from the Plan. This benefit program is part of a law called The Consolidated Omnibus Budget Reconciliation Act or COBRA. Congress passed COBRA to provide individuals with the opportunity to purchase their health insurance in the event of losing eligibility for benefits under health care plan. The law spells out what events have to happen before a person can buy the health benefits. Participants who lose plan coverage after January I, 1989 will be able to purchase benefit coverage for themselves and their dependents. Under certain circumstances it is also possible for dependents to purchase health plan coverage for themselves. Below is the complete text of the letter. Dew Putkqpant: A new law requires the Seafarers Welfare Plan to give you and your dependents the opportunity to extend your health care coverage in situations where you have lost your eligibility for benefits. These situations are called "qualifying events." This letter will explain how the new law applies to you and your family and how to use this program should you become ineligible for benefits under the Seafarers Welfare Plan. In order to understand the new law, you need to know a few special terms. Please make sure that you and your spouse read this letter carefully so you will be able to take advantage of this program should you need it. 1. COBRA—The short name for the federal law which gives Plan partici­ pants the right to purchase Welfare Plan coverage. 2. QUALIFYING EVENT—A situation which causes the employee to lose Welfare Plan coverage because they ho longer work for an employer who must make contributions to the Plan on their behalf. A list of qualifying events will be explained on the following pages. 3. ELECTION—^An election is your decision to tell the Plan whether you would like to purchase Welfare Plan coverage under the COBRA pro-, gram. 4. COST OF CONTINUING COVERAGE—This is the amount of money you are required to send to the Plan office so your health care coverage will be continued. This payment is like an insurance premium. It is necessary because the employer for whom you worked before the quali­ fying event happened, is no longer required to make contributions on your behalf. WiRrf Iff9 9f shwalhH b a mMlihm§ emd mJtf (OBUi? .'r fi pr; The next part of this letter will explain what type of situations will allow you to continue your health care coverage under the COBRA program of the Seafarers Welfare Plan. As explained above, these situations are called "qualifying events." When one of these events happens to you, it means that you, your wife or dependent children will lose coverage under the Plan and can elect to continue coverage by purchasing benefits. The "qualifying events" are; 1. Your being fired from your job. You may elect to continue your health . benefits if you were fired for any reason unless you were fired for gross misconduct. 2. You were unable to continue to work enough time to be eligible to continue your benefits under the Rules and Regulations of the Plan. 3. Your death, which would entitle your spouse and dependent children to continue coverage. 4. Your divorce, or legal separation from your spouse which would entitle your spouse and dependent child to continue coverage. 5. Your eligibility to receive Medicare benefits. For example, you are age 65 but still actively employed, making the Seafarers Welfare Plan the pro­ vider of your welfare benefit coverage rather than the Medicare program. 6. Your dependent child loses eligibility under the Plan because (1) he or she reaches age 19 or (2) he or she does not fall into the category of dependents under the age of 25 and enrolled in a full time school program leading to a college degree. Ihw wiM I lauw if I m 9S§ikh to tmHawt wnlhn flm €9mRse wNfor Ifee COnU ffSfiMi? 'a. 'f" • kr k-k i • 5K -. kk. '.-• •,/ ill , I: •• r„ - -r"' 'Sy-- "-i •^ ^ ' .-. somxisioe COBRA: A WAY TO COmiNUE HEALTH COVERAGE •'<': 'M:-' fifc ' •: . • •- * When the Plan receives notice from you or your employer that one of the "qualifying events" listed above has happened, the Plan office will send you a letter with complete instructions about how to continue coverage. In the event of death, divorce, legal separation, receipt of Medicare benefits or when a dependent child is no longer eligible for Welfare Plan coverage, you or your spouse should notify the Plan at the address given at the end of this letter. Your employer will notify the Plan if you are termi­ nated, if your job with the company has ended, or if your hours have been \ reduced. If any of the "qualifying events" happens to you, it is also important that you notify the Plan of the change. Since seafaring employees are able to end jobs and get other work without generally notifying the Plan, it is very difficult to determine when a participant will lose his or her eligibility. The Plan is here to serve you, but we need your help. If you have not worked and you know you are ineligible for plan benefits, contact the plan's COBRA department to see if you can elect to continue your welfare benefits under this program. HiBf ffpo of itmfils oOl l nam if I etecf H aalmoo htmfUs CMM? If you elect to participate in the COBRA program and pay the costs, you will receive the same type and level of hospital and some medical benefits as you did before you lost your eligibility. To find out what benefits you should be entitled to, call 1-800 252-4674. You will receive these benefits as long as you are not already receiving Medicare benefits from the government, or you are not working for another employer who has a medical benefits program. "• • How ho§ wH kootk mo {omogt iftniffc lit COtBi jwwrwi losff The maximum period of time you, your spouse or dependent children will be able to continue health care benefits under the COBRA progam depends on your "qualifying event." If you lose eligibility because you were fired or laid off from your job or did not work enough time to establish eligibility, your maximum coverage period is 18 months from the date of the event. If you lose your eligibility for any other "qualifying event," the maximum coverage period will be 36 months from the date of the qualifying event. MM—« » Zf f •- J--- If you experience two "qualifying events," it is possible to extend your coverage through the COBRA program for up to 36 months instead of 18 months. The time period is measured from the date of the^irj/ qualifying event. In order to receive an extension of participation in the COBRA program the following must have happened: 1. Your first "qualifying event" must have been a termination of employ­ ment or a reduction in your days of employment which caused you to lose your eligibility. 2. Your second "qualifying event" must take place while you are receiving Flan benefits which you have purchased through the COBRA program. Your second "qualifying event" must also be (1) the death of your covered spouse; (2) divorce or legal separation; (3) your eligibility for Medicare; (4) your dependent child's loss of eligibility under the Seafar­ ers Welfare Plan because he or she has reached the maximum age for ' benefit coverage. •; -Si:' ' L Cw f COiM ionngo oo9 kohn Ifct Iftfc or 39Hi ttooHi oROMimm forioif Yes. Your COBRA coverage can end before the maximum period if the following events take place: (1) Your monthly payment to the Plan for the COBRA coverage is not timely. (2) You get another job which has health care benefits for you. Even if those benefits are less complete than those you are receiving from the COBRA coverage, you can no longer receive benefits from the COBRA program. (3) You become entitled to receive Medicare benefits. Illif s tko ohdioa forioi oo9 iww 9oo$ it woik? Once again, the "election" is your decision to tell the Plan whether you wish to purchase COBRA benefit coverage in the event you lose Seafarers Welfare Plan coverage. Depending on the "qualifying event," the Plan will send you notice, or you or your family member will send a letter to the Plan. Once th6 "qualifying event" has happened and the Plan sends you an "election" letter, ybu and your family will have 60 days to decide whether to purchase benefits through the COBRA program. The election period will end 60 days from: (1) The date you experience your "qualifying event" which caused you to lose eligibility time for benefit coverage from the Seafarers Welfare Plaii or (2) the date the Plan tells you that you have a right to participate in the COBRA program, whichever date is later. Mrar oHodR wiH COBttH tovongo tost? The cost of COBRA benefit coverage depends on what level of Plan benefits you were receiving at the time you or your dependents lost eligibility for Seafarers Welfare Plan coverage. Because the cost to participants will vary, you will be notified of the cost to you, or if you are married, for you and your family. After notification of a "qualifying event," the Plan will send you a letter which contains specific information for your situation. This letter will ex­ plain the cost of the COBRA benefit coverage and other important informa­ tion. If you choose to buy benefit coverage through the COBRA program, the first payment you make will cover the cost of your benefits, for the period before your election. After that, you will make a payment once a month. Coo ow spooso otod to tooliooo heohk can kooofhs? Yes. Each family member is entitled to make an election. If you make the election, your spouse and dependent children will be automatically included. If your spouse makes the election it will automatically include dependent children. Wtmt if otp popoRoot for €0999 totongo is toto? If you choose to participate in the COBRA program your first check must be received by the Plan no later than 45 days after you elect to participate in the program. You then must pay a premium every month to keep your COBRA benefits. You do have a 30-day grace period for making late payments. The grace period expires 30 days from the first day of the month during which your coverage is extended. If you do not pay within this grace period you will lose welfare benefit coverage. MIIM wff ffce pnprooi start? The COBRA program will be in effect on January I, 1989. If you need more information you can call Membership Services at I-800-CLA1MS-4 (1-800252-4674). You may also write to COBRA Program, Seafarers Welfare Plan, 5201 Auth Way, Camp Springs, Maryland 20746. Leo Bonser . Plans Administrator ComctMo In the January and 1989 issues 6f the LOC^~'Pi©g 18, Ifie'lp'estloW"* reading "Can my COBRA coverage end before the 24th or 36th month maximum period?" should have read "Can my COBRA coverage end be­ fore the ISth or 36th month maximum period?" The April issue of the LOG clarifies the answer to the question "What type of benefits will 1 receive if I Select to continue benefits under COBRA?" ' �-tr-rei- APRIl, 1989 • • -,;, Mfc^..;. •iteSA- MONIS (Apex Marine), January 15Chairman Richard K. Wardlaw, Sec­ retary G, Marzett, Deck Delegate T. Richardson, Engine Delegate O. Espinoza. Steward Delegate W. Con­ nolly. Some disputed OT was re­ ported in the engine department. The ship is due to discharge its pres­ ent load of grain in Chittagong, Bangladesh. If no backload is avail­ able, the vessel will go to the Singa­ pore shipyard. The crew wishes to express its desire to pay off in the United States rather than in Singa­ pore. Two men were taken off the ship due to illness, one at Southwest Pass and one in the Azores. Both had joined the ship in Galveston, Texas. Next ports: Chittagong and Singapore. BAY RIDGl (Bay Tankers), January 30—Chairman T.E. Anderson, Sec­ retary Robert A. Brown, Steward Delegate Hank Spencer Jr. The steward department delegate re­ ported many hours of disputed OT. It was requested that a patrolman be present when the ship arrives in San Pedro, Calif, to settle the issue. Two injuries occurred in the engine de­ partment. Both the pumpman and the wiper were repatriated from Puerto Armuelles, Panama. Fresh provisions such as onions, carrots, apples, tomatoes, potatoes, etc. were in short supply this voyage. It was felt that the quality of the stores has deteriorated recently. Crewmembers were given a vote of thanks for their support of the Mari­ time Defense League this trip. SJNKMIS RMIGl (Interocean Manage­ ment), Chairman R. Edwards, Sec­ retary J. Pitetta, Educational Direc­ tor J. Scutieni. No beefs or disputed OT. The chairman reported that the ship probably will not go to Panama for a few more months. In the meanwhile, it will head for Los An­ geles to discharge cargo. All men were advised not to leave the ship until the patrolman holds a meeting. At that time he will also talk about the importance of contributing to the Maritime Defense League. The crew thanked Patrolman Robbie for com­ ing aboard and helping them at pay­ off. The educational directbr advised members to take advantage of the upgrading opportunities available at Piney Point. The steward was praised for doing an outstanding job after the chief cook took ill. He car­ ried the galley by himself, putting out at least 15 sandwiches each afternoon and a great salad bar. I: l(, IMG aPRKORM (Energy Transporta­ tion Corp.), January 29—Chairman Aubrey L. "Pete" Waters, Secre­ tary John L. Gibbons, Educational Director Fabious M. Ricord. No beefs or disputed OT reported. There is $380 in the ship's fund. The bosun reports a most joyful 120 days 'at sea. A special thanks goes out to the steward department—and to the entire crew for working together during this tour. All crewmembers were asked to comply with the new federal regulations requiring the sep­ aration of plastic goods from gar­ bage. Dumping plastic overboard is polluting our waters and destroying our sea life. Members were cau­ tioned about the new dock in the port of Bontang, Indonesia. The launch service is very poor, and many safety hazards have been noted. The matter has been brought to the captain's attention. Safety is of prime importance on this vessel. The LNG Capricorn had a good safety record in 1988. Crewmembers were asked to keep up the good work in this new year. Next port: Tobata, Japan. aHOUMA (PRMMI), January 23Chairman James D. Cunningham, Secretary Rafael R. Maldonado, Ed­ ucational Director David E. Sim­ mons, Deck Delegate James P. Por­ ter, Engine Delegate Bobbie Clark. Everything is running smoothly with no beefs or disputed OT reported. A vote of thanks was given to all de­ partments for keeping the crew messroom and pantry clean. One minute of silence was observed in memory of our departed brothers and sisters. C$ LONG UHSS (Transoceanic Cableship), January 13—Chairman Joseph J. Olson, Secretary K. Rosiek. Some disputed OT was reported in the deck department in regards to the Ipngshoremen's rate for dis­ charging cable. There is $212 in the ship's fund after the purchase of four cases of soda for the crew cook-out. Estimated arrival in Ho­ nolulu is Jan. 15: The bosun thanked all the crewmembers for complying with the new federal law requiring bers at Piney Point. A vote of thanks was given to the 2nd assist­ ant engineer for installing new TV antennas. Some problem was noted in the food requisition process. The steward said that if he has the food, he will put it out, but items such as butter and white bread are not in plentiful supply. Next port: Stapleton, N.Y. OMf aiARGtR (OMI Corp.), January 29—Chairman F.R. Schwartz, Sec­ retary Neville N. Johnson. No beefs or disputed OT. There is $10 in the ship's treasury. The vessel is sched­ uled to sail from New Orleans, La. to Tampa, Fla., discharge its cargo and then proceed to Corpus Christi, Texas to take on a load for New York.' There will be a payoff in Cor­ pus Christi. The chairman noted that the garbage situation needs to be re­ viewed. The educational director stated that the new federal laws reg­ ulating the dumping of plastics should make the company more aware of what types of stores are SmpsMeetings The Mhwkig d^t mml9$ an iust a smpiiMg of the moof moolbig nports He SlU recehes ooA mwrik from its slups oromul the worfd. Skips' minutes are reviewed by the Union's Xontma Department, Jhose issues requiring attmition or resolution are addressed by the l/uhn upon rereipt of the ship's minutes. the separation of plastics from gar­ bage. All hands were asked to keep their conversations down while watching movies so that other mem­ bers can hear. Crewmembers were asked to clean up after themselves in the crew rec room. Two cobkouts have been planned for the run from Honolulu to the Panama Canal. A vote of thanks was given to the steward department for these cookouts as well as for the outstanding holiday and daily meals.. Next port: Honolulu, Hawaii. GRUT lAMD (Interocean Manage­ ment)—Chairman George Vukmir, Secretary Jesus Laxamana, Educa­ tional Director Steve Sentenney, Deck Delegate Jack W. Edwards, Steward Delegate William Sharp. The chairman discussed the drug testing situation, the Cobra medical plan recently written up in the Sea­ farers LOG and the upcoming con­ tract negotiations in 1990. A sugges­ tion was made to raise $5 from each crewmember to start an emergency and communications fund. A vote of thanks was given to the steward de­ partment for a job well done. GROTOH (Apex Marine), January 31— Chairman Neil Matthey, Secretary Marvin Deloatchf Educational Di­ rector J. Shuler, Deck Delegate Raymond Rainey, Engine Delegate Thomas CorreU, Steward Delegate Christopher J. Mosley. The chair­ man announced that payoff would be Feb. 3 in Stapleton, N.Y. at which time a new captain will take over. The deck and engine depart­ ments reported some disputed OT . regarding Martin Luther King Day. A telex was received from the com­ pany stating that Martin Luther King Day is not a holiday at sea. It is, however, a holiday in those ports where the longshoremen observe it. This information will be taken up with the boarding patrolman. A re­ pair list is being made up for the shipyard. The chairman urged everyone to take advantage of the upgi^ing courses available to mem- •. put onboard. In order to eliminate non-biodegradable plastics, tin should be used whenever possible, juice should be stored in paper car­ tons and milk in 2.5 gallon con­ tainers. There are many such ways to help control pollution. The educa­ tional director advised crewmembers to attend upgrading courses at Piney Point and gain as much knowledge as possible. He also noted that it is possible for the ship to get films on firefighting, first aid and CPR to show to the crew. A suggestion was made to post the Coast Guard clear­ ance in the messhall. Crewmembers would be grateful if they could get the latest literature on the SIU pen­ sion and welfare plans. Next ports: Tampa, Fla.; Coipus Christi, Texas, and New York City. OMf SNaMMIIiriD (OMI Corp.), Janu­ ary 22—Bosun William Baker, Sec­ retary Nancy Heyden. No beefs or disputed OT. There is $120 in the ship's movie fund. The chairman ex­ plained to the crew how the payoff will be handled at JFK Airport and how to reclaim jobs at the New York hall. Before leaving the ship, members were reminded to return survival suits and life jackets to the lounge. Sa-IAMDAOnmR (Sea-Land Service), January 22—Chairman Norbert Prats, Secretary Glen Dambrosio, Educational Director C.M. Devonish. Engine Delegate Terry Green, Steward Delegate Stanley J. Krystosiak. Some disputed OT was re­ ported in the engine department by the chief mate. This matter was re­ solved prior to payoff. The educa­ tional director stressed the impor­ tance of going to Piney Point to upgrade. A motion was made and seconded to request information on emergency relief or medical relief for permanent members. It was felt members should have a say on the choice of months of employment. This will be sent to the contract ne­ gotiating committee for evaluation. A safety meeting was held at which time the crew requested new lines for the ship. Crewmembers also stated that they have been waiting patiently for four months for a TV antenna and for the VCR to be fixed. Next ports: Elizabeth, N.J.; Portsmouth, Va., and Charleston, S.C. [Editor's note: An antenna and a new VCR will be brought aboard ship this trip.] Sa-IAMD CRUSMER (Sea-Land Serv­ ice), January 30—Chairman Gerald Corelli, Secretary H. Fielder. No beefs or disputed OT reported. A repair list has been put out to all departments. Payoff will be in New York this trip, and the ship will then sail for San Juan, P.R. on Feb. 2. Members were reminded of the im­ portance of upgrading their skills at Piney Point in order not to be left behind. Crewmembers were asked to keep the noise down in the pas­ sageways, make sure that clothes are dry when taking someone else's laundry from the dryer, and gener­ ally help keep the ship clean. A vote of thanks was given to the steward department. SEA-IAND DISCOViRY (Sea-Land Serv­ ice), January 17—Chairman Harry M. Fisher, Secretary Jose R. Colls, Deck Delegate Carlos Garcia, En­ gine Delegate Valentin Martinez, Steward Delegate Leon Butler. No beefs or disputed OT. Everything is running smoothly. Payoff will take place as soon as the patrolman comes onboard. A safety meeting was held with some of the crew­ members. The captain wants an ex­ tra AB in addition to the regular watches to help keep stowaways off the ship. The deck department wanted to bring this up to the pa­ trolman, but the matter was settled onboard before payoff. Plastic items which had previously been thrown overboard now must be disposed of in a new way, according to a recent law. Trash cans have been placed on all decks for plastic. Everyone's co­ operation was requested on this is­ sue. A vote of thanks was given to the steward department for the good food and a job well done. Next port: San Juan, P.R. SIA-UMD BOmnOM (Sea-Land Serv­ ice), January 24—Chairman Mark Zimbro, Secretary E. Vazquez, Ed­ ucational Director David Dukehart, Engine Delegate Johnny Hall. Some disputed OT was reported in the en­ gine department. Everything is run­ ning smoothly. The importance of donating to SPAD was stressed. A motion was made by the chairman to add one able-seaman and one util­ ity. This motion will be sent to the negotiating-committee for evalua­ tion. A vote of thanks was given to the steward department by Brother Dukehart for a job well done. Spe­ cial thanks also were given to utility Eusebio Gonzales for keeping a clean ship. IMG VIRGO (Energy Transportation Corp.), January 2—Chairman John P. Davis, Secretary Franklin Robert­ son, Educational Director/Engine Delegate Aaron J. Thaxton, Deck Delegate James Fletcher, Steward Delegate Udjang Nurdjaja. No beefs or disputed OT. The secretary noted that at this time the crew list and ship's meeting forms were being sent to headquarters. All other com­ munications were posted. A vote of thanks was given to the steward de­ partment for a job well done. Next ports: Tobata, Japan and Arun, In­ donesia. In MHipn to tho mioytos poUhM tbon, tho SIU ntoiood oKtU skips mmolos from Iko foHowiop skips; Omsoos Homolto, SoaImid Kodmk, Soo-lmd Padfk, Soo-lood Volin, Soaotor, aad Uhraamr. ! .n'': �• • •: . .. . ^ . • •• -. • •; <:" .i'••.• - .r. • ,• • „.•: •;.. :• '1| SEAfARCIlS LOG 22 -^:;> • .- • .... «t. -'"s' :•; . ^ i > < t'' ^ t "t. Deep Sea JOHN E. FLOYD John Elmer Floyd, 75, passed away Feb. 28 at home in Toledo, Ohio. Born in St. James, Mich., Brother Floyd sailed with the Boland Cornelius Lines as a fireman from 1940 un­ til 1960, when he joined the SIU in the port of Detroit, Mich. He then sailed aboard the Adam E. Cornelius (American Steamship Co.) from 1961 to 1974, retiring in 1975. Burial was at Woodlawn Cemetery in Toledo. Seafarer Floyd is survived by his wife, Mary M. Floyd. flQS& ^ -"- . •.i- J- •••- ,Hr • '• • ' i," •-';. ';•' ) •. "i: • ^ '• ,•- ;*•. ' MV.; ^.,.1 - • •• • GERONIMO B. GAPAC Geronimo B. Gapac, 90, died Feb. 11 at the Veterans Admin­ istration Hospital in Dublin, Ga. after a long ill­ ness. Brother Gapac was featured in the Jan. 1989 issue of the Seafarers LOG as one of hundreds of Seafarers who sailed in World War II who was finally granted their WWII discharges and veterans' bene­ fits. Bom in the Philippines, Sea­ farer Gapac struck out on his own at 17 to become a merchant seaman. For the next 46 years he saw the beautiful cities of the world and the bmtality of action in two world wars. In 1943 Ga­ pac joined the SIU in the port of Norfolk, Va., sailing in the stew­ ard department until his retire­ ment in 1968. Burial was in Hillcrest Memorial Park. Surviving are his wife. Infanta S. Gapac of Savannah; a son, William S. Ga­ pac of Ellabell; two grandsons; two granddaughters, and three great-grandchildren. EMIL J. GLASER Emil J. Glaser, 66, died March 7 in Los Angeles, Calif. Bora in Disputanta, Va., Brother Glaser joined the SIU in 1944 in the port of New York. He last sailed on the Trans Indiana (Hudson Waterways). Seafarer Glaser, who was also a meniber of Dis­ trict 2-MEBA, retired on j^nsion in 1974. Burial took place in Val­ halla Memorial Park, North Hol­ lywood, Calif. Surviving is his wife. Rose M. Glaser. JOSEPH J. KEMP Joseph J. Kemp, 73, died Feb. 26 at the Northshore Regional Medical Center in SlideU, La. Bora in Key West, Fla., Brother Kemp joined the Union in 1940 in the port of Tampa, Fla. He sailed in the deck de­ partment. Seafarer Kemp last sailed aboard the Delta Uruguay (Delta Steamship Lines) in 1979 and went on pension in thht year. Burial took place in Me­ morial Gardens, Picayune, Miss. Surviving is his wife, Voncile Warner. STEPHEN KRAPSHA Stephen Krapsha, 75, died of lung cancer Jan. 18. Born in Laflin. Pa., Brother Krapsha joined the SIU in the port of Buffalo, N.Y. He sailed in the deck de­ partment until his retirement in 1978, last aboard the M.V. Peckinpaugh (Erie Navigation Co.). A resident of Plains, Pa., Sea­ farer Krapsha is survived by his daughter, Leocadia L. Snyder. JOSE MARTINEZ SR. Jose Martinez Sr., 64, passed away March 6. Bora in Spain, Brother Martinez had sailed since 1953. He joined the Union in 1958 in the port of New York, sailing in the deck department. Seafarer Martinez last sailed on the S.S. (Hudson Water­ ways Corp.) and retired in 1976. Martinez was a resident of Balti­ more, Md. He was buried at Oak Lawn Cemetery in that city. Surviving is his wife, Sophia Martinez, and a son, Jose Jr. LEONARD W. PARADEAU Leonard W. Paradeau, 77, died March 14 at Mercy Hospital in New Orleans, La. Brother Paradeau was bora in Minneapolis, Minn. He joined the SIU in 1938 in Norfolk, Va., sailing in the engine department. Seafarer Paradeau last sailed on the Overseas Progress (Maritime Overseas) in 1970. Surviving is his sister, Blanche Arnold of New Orleans. STEPHEN A. SLONESKl Stephen A. Sloneski, 71, passed away Feb. 26 in Kissimmee, Fla. Born in New York City, Brother Sloneski joined the SIU in 1949 in the port of New York. He sailed in the deck depart­ ment. Seafarer Sloneski went on pension in 1982. He last sailed on the C.S. Long Lines (Trans­ oceanic Cable Ship Co.) in 1982. Cremation took place at the Grisson Funeral Home and Cre­ matory in Kissimmee. Sloneski is survived by his wife, Meleana Dora of Kissimmee. WILLIAM J. TARRANT Pensioner William J. Tarrant, 63, passed away December 22, 1988. Brother Tarrant joined the SIU in January 1949 in the port of New York and sailed in the deck department. He last sailed in April 1987 aboard the Sea-Land Venture. He retired in Novem­ ber 1987. Brother Tarrant served in the U.S. Navy from January 1943 to August 1946. He was bora in New Orleans, La. and resided in Metairie, La. Surviv­ ing is his sister. Beryl Baumgartner of Metairie. HAROLD WARNER Harold Warner, 63, died March 20 of lung can­ cer. Bora in Sa­ ginaw, Mich:, Brother Warner joined the Union in 1%7 in De­ troit, Mich. He sailed in the deck department, most recently aboard the Medusa Challenger. Seafarer Warner lived in Deland, Fla. and was buried in Deland Memorial Gardens in that city. Surviving is his wife, Audrey. Great Lakes JOHN L. FLINT John L. Flint, 71, succumbed to pneumonia Feb. 13 at the Huron Medical Care Facility in Colfax Town­ ship, Mich. Bora in Whiting, Ind., Brother Flint started sailing with the SIU in 1968 out of Detroit in the deck department. A resident of Bay Port, Mich., Seafarer Flint re­ tired on pension in 1979. He last worked on the tug Margaret M. Hannah (Hannah Inland Water­ ways, Inc.) in that year. Crema­ tion took place at Sunset Valley Crematory in Bay City, Mich. Flint is survived by his wife, Dorothy Wallace. ADOLF F. KALISCH Pensioner Adolf Frederick Kalisch, 75, joined the Union in 1948 in Toledo. He was bora in Alpena, Mich, and shipped out from there. Kalisch^pent many years working on Huron Port­ land Cement vessels. He last shipped on American S.S.'s J.T. Hutchinson, Brother Kalisch worked in the engine depart­ ment, retiring in 1977. He died at his home on December 2, 1988. He was buried in Evergreen Cemetery in Alpena, Mich. His widow, Martha E. Kalisch, sur­ vives him. WILLIAM I. KINSELLA SR. Pensioner William I. Kinsella Sr., 75, passed away December 28, 1988 at Lykes Memorial Hospital in Brooksville, Fla. Brother Kinsella joined the In­ land Boatmen's Union, Great Lakes Tug & Dredge Division, in August 1961 in Sault Ste. Marie, Mich. He sailed in the deck department with Great Lakes Dredge & Dock Company and retired in June of 1976. Sea­ farer Kinsella was born in Michi­ gan and resided in Brimley, Mich. Surviving is his widow. Myrtle Wilcox Kinsella. Brother Kinsella's body was moved from Merritt Funeral Home in Brooksville to Hillcrest Ceme­ tery in Superior Township, Mich, for burial. GEORGE H. LAMONT Pensioner George H. Lamont, 79, passed away January 22, 1989 at the Benzie County Medi­ cal Care Facility in Frankfort, Mich. He joined the Union in November 1953 in Frankfort and sailed in the deck department. Brother Lamont retired in March 1974. He was born in Michigan and resided in Arcadia, Mich. He is survived by his widow, Paula Hovis Lamont. Burial took place at Conway Cemetery in Arcadia. FRANK E.MAY Pensioner Frank E. May, 71, passed away January 22, 1989 at the Munson Medical Center in Traverse City, Mich. Brother May joined the Union in Decem­ ber 1953 in Frankfort, Mich. He sailed in the deck department. He last sailed with Ann Arbor Railroad, a car ferry service. Lakes seaman May retired in May 1974. Brother May was bora in Michigan and resided in Frankfort. Surviving is his widow, Zelda E. May. Funeral services were held at the Bennett-Jonkhoff Funeral Home in Beulah, Mich, and burial took place at the Blaine Twp Ceme­ tery in Blaine Twp. Mich. PAULM. WUORI Pensioner Paul M. Wuori, 65, passed away February 7, 1989. Brother Wuori joined the SIU in October 1960 in the port of To­ ledo, Ohio. He last sailed in No­ vember 1987 in the engine de­ partment aboard the Harry Steinbrenner owned by Kinsman Lines. He retired in October 1988. Prior to joining the Union, seaman Wuori sailed for 10 years as a marine fireman. Seafarer Wuori was bora in Maple, Wis. and resided there. Surviving is his sister, Alice O. Walamaki of Maple. I �.. APRIL, 1989 1989 UPGRADING COURSE SCHEDULE xmr:. Check-In Date June 26 September 18 June 12 July 10 May 15 July ,31 September 18 Variable Speed DC Drives September 18 August 21 Hydraulics Limited Assistant/Chief Engineer July 17 *AII students in the Engine Department will have two (2) Familiarization at the end of their regular course. Course Automation QMED—Any Rating Fireman/Watertender and Oiler Marine Electrical Maintenance Refrigerated Containers Advanced Maint. Pumproom Maint. and Ops. June through September 1989 The following is the current course schedule for June—December 1989 at the Seafarers Harry Lundeberg School of Seamanship. The course schedule may change to reflect the membership's and industry's needs. PLEASE NOTE: AU members are required to take firefighUng when attending SHISS. Deck Upgrading Courses Firefighting: • Yes Date Available for training Mo./Day/Year (Area Code) Deep Sea Member • Lakes Member • Inland Waters Member • Pacific • If the following information is not filled out completely your applica­ tion will not be processed. VESSEL ^ No G . - • RATING HELD DATE SHIPPED DATE OF DISCHARGE " t•. Department. Seniority^ SIGNATURE. • Yes Veteran of U.S. Armed Forces: DATE. GNo A*' • • • • ^— Endorsement(s) or License(s) Now Held. I Am intercs)ed in (he Following C'oursc(s) Checked Below or Indicated Here if No( l.is(ed Are you a graduate of the SHLSS Trainee Program: DliCK • Yes- GNo (If yes, fill in below) Trainee Program: From_ Last grade of school completed. to (daics atlcndcd) Have you attended any SHLSS Upgrading Courses: • Yes • No (if yes, fill in below) Course(s) Taken. CPR: G Yes Book #. Social Security #. ,'. /• <, V With this application COPIES of your discharges must be submitted showing sufficient time to qualify yourself for the course(s) requested. You must also submit a COPY of the first page of your union book indicating your department and seniority, as well as, a COPY of your clinic card. The Admissions Office WILL NOT schedule until this is received. Date of Birth. Telephone. Home Port. NoG Primary Language Spoken (Zip Code) Completion Date November 6 July 3 Do you hold a letter of completion for Lifeboat: • Yes , No • (Street) (State) Check-In Date September 25 May 29 Course Bosun Recertification Steward Recertification Upgradiug Appliaitioa (City) i' • Recertification Programs SEAFARERS HARRY LUNDEBERG SCHOOL OF SEAMANSHIP Address. i The Developmental Studies Class (DVS) will be offered one week prior to some of the upgrading classes. Developmental Studies (DVS) June 5 June 9 (Prior to FOWT) July 31 August 18 ABE/ESL Lifeboat Preparation Course September 25 October 13 This Three week course is an Introduction to Lifeboat and is designed to help seafarers prepare themselves for the regular Lifeboat course which is scheduled immediately after this course. This class will benefit those seafarers who have difficulty reading, seafarers whose first language is not English, and seafarers who have been out of school for a long time. Check-In Completion Course Date Date Assistant Cook, Cook and Baker All open-ended (Contact Admissions Chief Cook, Chief Steward. Office for starting date)=*= '''All students in the Steward Program will have two (2) weeks of Sealift Familiarization at the end of their regular course. (Middle) I-': x: Check-In Completion Date Course Date The Adult Education Courses for 1989 will be six weeks in length. High School Equivalency (GED) July 3 August 14 September 4 October 16 October 30 December 11 July 3 August 12 Adult Basic Education (ABAE) September 4 October 14 October 30 December 9 August 12 English as a Second Language (ESL) July 3 September 4 October 14 December 9 October 30 Steward Upgrading Courses (Kirsi) Completion Date July 21 December 8 July 21 September 1 June 9 September 8 October 27 October 27 September 15 September 8 weeks of Sealift 1989 Aduit Education Scheduie Check-In Completion Course Date Date Able Seaman July 10 August 18 September 4 October 13 Third Mate July 10 October 13 Radar Refresher/Renewal Open-ended, 3 days (Contact Admissions for starting date) Radar Recertilication Open-ended, 1 day (Contact Admissions for starting date) Limited Inland Licen^ July 17 September 8 Lifeboat July 24 August 4 August 21 SeptemL>c.° 1 September 18 September 29 (This course is not offered as a LNG—Self-Study separate course, but may be taken while attending any of the regu­ larly scheduled courses.) *Upon completion of course, the Sealift Operations & Maintenance course must he taken. (I.asl) •' • Engine Upgrading Courses Pngnm Geand to Improve Job Stkills Ani Prombto US MarUimo Industiy Name. 23 • • • • • AB/Sealil'( Is) Class Pilot Third Mate Radar Observer Unlimited Master Inspected Towing Vessel • Towboat Operator Inland • Celestial Navigation • Simulator Course FNOINF • FOWT • QMliD—Any Rating • Variable Speed DC Drive Systems (Marine Flectronics) • Marine Flectrical Maintenance • Pumproom Maintenance & (Operation • Refrigeration Systems Maintenance & Operation Q Diesel Fngine Technology • Assistant Fngineer/Chief Fngineer Motor Vessel • Original 3rd lingineer Steam or Motor • Refrigerated Containers Advanced Maintenance • FTectro-Hydiaulic Systems • Automation O Hydraulics Q] Marine Flectronics 'technician •STIiWARD • • • • • Assistant Cook Utility tiaiok and Baker Chief Cook Chief Steward fowboat Inland Cook ALL DFPAR'rMliNTS • Welding • Lifeboatman (Must be taken with another course) ADUI T I;DU( ATION DI;PARTMI;NT [J Adult Basic Fiducalion (ABIi) • High School liquivalency Program tCil-.D) • Developmental Studies (DVS) I I Finglish as a Second Language tliSI.) • ABi;/i;SI. Lifeboat Preparation dm COI.LIiOF PROORAM • Associates in Arts Degree • Certificate Programs No transportation will be paid unless you present original receipts and successfully complete the course. Rii i uRN COMPLF:TI;D APPl.lt ATION TO: Seafarers Harry Lundeberg Upgrading Center. Piney Point. MD. 20674 f , �jj d . ' ••••' ' •. 24 saatasioe SlU URGES REMOVAL OF MARIOME SERVICES wmismrf FROM CURREHT ROUND OF IRADE TALKS F 7 . " 'V: . : 'he SIU voiced strong otgections to the inclusion of mari­ time services in the current round of international talks being conducted under the auspices of the General Agreement on Tar­ iffs and Trade (GATT). The Union is urging Congress to pass legislation specifically excluding maritime services from GATT's agenda. The union warned that any ne­ gotiated agreement dealing with the maritime industry could wind up invalidating U.S. laws gov­ erning everything from coastwise trade to operating subsidies for U.S.-flag carriers. In its more than 40Tyear his­ tory, GATT has focused its at­ tention exclusively on trade in goods. The inclusion of services in the current round of negotia­ tions in Uruguay marks a dra­ matic departure from that prac­ tice. This marks the second time that the Union has been forced ' to oppose efforts to open up the U.S maritime services to as­ saults from abroad. The first time was during the negotiations that led up to the U.S.-Canada Free Trade Agreement. Maritime services were on the agenda dur­ ing the early stages of those talks, too. But they were re­ moved in the end because an aroused Congress made clear it would not deal away historic protection of the merchant ma­ rine. In calling for exclusion of mar­ itime services from the Uruguay round of GATT negotiations, the SIU pointed out that efforts to abolish international trade bar­ riers could: • Invite a free-for-all in which foreign competition would apply pressure to open up the re­ stricted U.S. coastal trade. • Endanger the Jones Act by forcing the United States to repeal existing cabotage laws that bar foreign vessels and air­ lines from providing service be­ tween two destinations in this country. • Encourage third-worid and East-bloc countries to engage in these domestic trades, thus pos­ ing a grave threat to national se­ curity. • Risk forfeiture of protec­ tions extended to U.S.-flag ship­ ping through cargo preference laws which reserve a percentage of government-generated ship­ ments for American ship opera­ tors. • Force the United States government to drop existing op­ erating subsidies designed to help U.S.-flag carriers offset competition from low-wage for­ eign-flag shipping that does not have to meet U.S. standards for manning or safety. ices in the on-going GATT nego­ tiations. In addition, the nationally ac­ claimed Commission on Mer­ chant Marine and Defense, which has just completed its two-year study of the industry, made clear that it opposes in­ cluding the maritime sector in the GATT negotiations. And just prior to the close of the 100th Congress, Sen. John Breaux (D-La.) and Rep. Walter Jones (D-N.C.), introduced legis­ lation in their respective bodies not only reaffirming strong sup­ port for the Jones Act but also expressly stating objections to making maritime transportation part of the Uruguay found of talks. The Union pointed out that because maritime is the oldest form of international trade, it is already highly regulated. On the world scene, it is subject to the overview of the International Maritime Organization (IMO) and the United Nations Confer­ ence on Trade and Development (UNCTAD). On the domestic scene, it is regulated by the De­ partment of Transportation (DOT) and the Federal Maritime Commission (FMC). Under the circumstances, the SIU stressed, it would be not only unnecessary but unwise to force maritime's involvement with anot^r multilateral agency—^particularly one that has no experience in, or under­ standing of, the complexities of international shipping. The SIU pointed out that the Omnibus Trade Bill of 1968 reaffirmed the principle that maritime services should be treated independently from other trade issues. Title X of that leg­ islation si^ifically prohibited the inclusion of maritime serv­ Commission Recommottdatioas continued from pt^e 4 • Receiving reports on gov­ ernment agency efforts to pro­ mote maritime industries. • Raising to 100 percent the percent of government-owned or government-impelled cargo that must be carried on U.S.-flag ships. • Improving the quality and military utility of ships engaged in Jones Act trade. • Ensuring that rates paid for Defense Department caigo are fiilly compensatory. • Establishing a National Maritime Industries Research and Development Program. • Requiring secretaries of De­ fense and Transportation to re­ port annually to Congress on sealift capability. • Updating the Longshore­ men's and Harbor Workers' Compensation Act so that its benefits are comparable with those paid under industrial work­ ers' compensation programs. • Allow greater flexibility in use of maritime personnel. and labor must be heard in the deliberations undertaken by a number of different government task forces which will be needed to address the interrelated prob­ lems of building and maintaining an adequate merchant marine, and sending it to sea to compete in peacetime and be prepared to serve the national defense in time of crisis. Emphasizing that cooperation is vitsd between the government and the maritime industries, the report said that failure to achieve this "mutually beneficial" rela­ tionship could end up with the government becoming "more de­ pendent on its own resources, such as inactive reserve fleets and public shipyards," to meet national defense needs. "Such a course might sQund the death knell for the American maritime industries as we know them, to the disadvantage of our trade and commerce as well as of our fundamental national se­ curity in both peace and war," the commission concluded. The commission advocated es­ tablishing a maritime forum sponsored by the Secretary of Transportation in which all ele­ ments of the industry's private sector would meet with govern­ ment representatives. The forum could bring cohesion and unity on maritime public policy among all concerned parties. What the Private Sector Should Do The Commission acknowl­ edged the unique role of the American merchant marine as "a private industry required to per­ form a public Action." Under these circumstances, its report said, "subsidies paid to the mar­ itime industries must never be regarded as a gratuity . . . They are investments by the American people, through their govern­ ment, for the nation's well-being. For their part, the shipping, shipbuilding and ship repair in­ dustries must realize that "the government expects a 'return' on its investment in the form of ad­ equate, readily available, stra­ tegic sealift assets." One way that this goal can be accomplished, the report said, is through cooperation among op­ erators, unions, shipyards and shipyard suppliers to "reduce and eliminate counterproductive competition and disagreements and to enhance' development of coordinated and concerted ac­ tion." And, the commission said, the voices of maritime management ' •. br more than four decades, 94 governments have attempted to liberalize world trade and place it on a secure basis that win contribute to global eco­ nomic growth and development. This ambitious program is c?u-lied out under the General Agreement on Tariffs and Trade (GATT)—a multilateral treaty first drawn up in 1948 and now subscribed to by 94 countries. WHAT IS GATT^S PURPOSE? Its stated purpose is to put mi end to discrimi­ natory trade practices, reduce trade b^ers and get rid of other devices which distort competition in the worid market. WHAT ARE 'ROUNDS' OF NEGOTIATIONS? PeriOdicaUy, ministers from participating countries sit down in wlmt are referred to as "rounds" fff multilateral trade negotiations. In the early days, these discus­ sions lasted only a few months CHT, at most, a year. But as Uie number of participating countries j^w, and the issues became more complex, negotiation rounds have stretched over longer and longer periods of time. The discussions that opened in Geneva in 1954, for example, weren't completed until 1967; the Tokyo round ran from 1973 to 1979; and the current round of talks, launched in Umguay in 1986, is still going on and isn't expected to wind up until next year. WHYISGATT IMPORTANT? ^ ITie present GATT ne^gotiations come at a time when trade imbal­ ances have developed into a source of increasing tension in the world economy and when governments are playing a grow­ ing and important role in deter­ mining the flow of commerce. The continued deep U.S. trade deficit, for example, is directly traceable to the fact that many recent actions by foreign govern­ ments—especially in the form of export subsidies, voluntary ex­ port restraints, other non-tariff barriers to imports, and bilateral agreements—contradict the GATT principles that have at­ tempted to supervise interna­ tional conunerce since the end of World Warn. WHAT DOES GATT MEAN TO A SEAMAN? On the agenda for the current round of GATT j talks in Uruguay are "services." Included in this catetgory is shipping. If maritime is included in GATT, the negoti­ ated agreement could wipe out existing U.S. laws governing coastwise trade and operating subsidies. . ••( V- '/•-;! S 4 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource April 1989 Description An account of the resource HEADLINES PHIL CARLIP DEAD AT 94 SACCO DEPLORES SHIP DECLINE UNDER DOT, SEEKS IMPROVED STATUS FOR MARITIME ADMINISTRATION GEN. CASSIDY: ‘COALITION CAN REVIVE MARITIME’ DEFENSE COMMISSION URGES ‘DECISIVE ACTION’ TO UPGRADE NATION’S FLEET, CITES LACK OF SEALIFT RESOURCES PANEL SAYS COSTS WOULD BE ‘TRIVIAL’ COMPARED TO TOTAL DEFENSE $’S JOINT MANAGEMENT/UNION COMMITTEE PLANS AIDS EDUCATION PROGRAM SIU DRUG SUIT: HEARING DATE IS APRIL 24 IN FEDERAL COURT SUPREME COURT UPHOLDS DRUG-TESTING FOR RAILROAD AND CUSTOMS WORKERS SIU’S INLAND DIVISION SIGNS PACTS WITH THREE TUG BOAT COMPANIES EASTERN UNIONS HANG TOUGH AS LORENZO TRIES CHAPTER 11 SIU GOES ALL-OUT FOR MACHINISTS BIG OIL SPILL SLOWS SHIPPING FROM VALDEZ U.S. SHIPPING WINS AMENDMENT TO KEEP NEW ALASKA OIL FOR DOMESTIC CONSUMPTION NEXT OF KIN DECEASED SEAMEN CAN OBTAIN WWII CERTIFICATES ANTARES CREW RESCUES SAILBOAT FROM 50 MPH GULF STORM DURING TRAINING EXERCISE MOBILE SEALIFT TRAINING TEAM VISITS WATERMAN AND I.M.C. SHIPS GOV’T DIVISION MEMBERS WELCOME NEW SHIP BUSINESS AGENT GRIER RETIRES DORIS MORAN AND MARITRANS LIBERTY IN FLORIDA SIU CREWS ON LAKES READY THEIR BOATS FOR ANOTHER RECORD SEASON EARLIEST FITOUT IN 20 YEARS, FIRST VESSELS ALREADY SAILING CHARLES E. WILSON ROGER M. KEYES WILLIAM R. ROESCH WILLIAMETTE: FINE CREW, GOOD FOOD NEW SHIPHANDLING COURSE ESTABLISHED AT LUNDEBERG SCHOOL. FIRST CLASSES TO START MAY 15 SIU URGERS REMOVAL OF MARITIME SERVICES FROM CURRENT ROUND OF TRADE TALKS WHAT IS GATT? Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 4/1/1989 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. 51, No. 4 1989 Periodicals Seafarers Log